JP4760632B2 - Travel control device - Google Patents

Description

  The present invention relates to a traveling control device that performs aerodynamic control of a traveling vehicle.

  In the vehicle, the shape of the both ends in the vehicle width direction of the bumper provided at the front part greatly affects the air resistance during vehicle travel. In the case of a vehicle, in consideration of design, it is preferable that the bumper shape of the front part of the vehicle is gently inclined on both sides in the vehicle width direction and the inclined portion is wide when viewed from the front side of the vehicle. In consideration of the above, it is preferable that the width of the inclined portion when viewed from the front side of the vehicle is narrow.

  That is, when both sides of the front bumper are gently inclined, the air flow on the vehicle side surface is separated from the vehicle side surface by the front bumper. For this reason, the air resistance of a vehicle will become high.

  From here, in patent document 1, by providing a saddle-shaped projection surface between the front surface and the side surface of the bumper, it is possible to suppress the separation of the air flow during traveling from the side surface of the vehicle, thereby reducing the air resistance and stabilizing the straight running. I try to get sex.

  On the other hand, in order to ensure traveling stability when a traveling vehicle receives a crosswind, in Patent Document 2, the front side is connected to the front side corner portion of the vehicle via a hinge and receives a crosswind. It has been proposed to reduce the yawing moment due to crosswinds by providing a flap that swings outward on the leeward side.

  Thus, the shape of the front end of the vehicle greatly affects the running stability and air resistance of the vehicle. Further, in a traveling vehicle, yawing occurs not only when a crosswind is received but also when turning.

  From here, Patent Document 3 proposes that a plurality of jets are provided in the vehicle body, and that the flow of air on the vehicle body surface is changed by the gas jetted from the jet nozzles toward the vehicle body surface, thereby ensuring steering stability. is doing.

  By the way, in a traveling vehicle, yawing occurs when the vehicle turns, resulting in oversteer. As a method for preventing oversteer, in Patent Document 4, a vertical wing that can be rotated in the horizontal direction is provided in the trunk lid at the rear of the vehicle, and when turning the vehicle by performing a steering operation, By directing the vertical wing to the oversteer, oversteer is prevented.

  However, in a turning vehicle, not only oversteer but also understeer occurs, and it is necessary to eliminate not only oversteer but also understeer in order to ensure vehicle running stability.

In addition, when considering the design of the front part of the vehicle including the bumper, generally, the front part of the vehicle tends to protrude forward in the center in the vehicle width direction, which increases the air resistance of the vehicle. There are many cases. On the other hand, in recent years, there has been a demand for emission suppression such as CO ₂ reduction. For this purpose, it is necessary to reduce air resistance during high-speed traveling.
JP-A-10-203429 Japanese Utility Model Publication 2-33-3790 JP-A-6-286670 Japanese Patent Laid-Open No. 3-577

  The present invention has been made in view of the above-described facts, and can reduce the air resistance during high-speed traveling while being able to meet the design requirements of the vehicle, while suppressing oversteering, understeering, etc. It is an object of the present invention to provide a travel control device that can ensure stability.

In order to achieve the above object, the present invention is provided on each of both sides of the vehicle front portion in the vehicle width direction, a running state judging means for judging the running state of the vehicle by detecting the vehicle speed, the steering angle and the yaw rate. And a first plate and a second plate that are movable to a housing position accommodated in the vehicle surface and a projecting position outward in the vehicle width direction . By projecting the end portion outward in the vehicle width direction, the air resistance of the vehicle is increased by the space formed between the vehicle and the second plate, and the first plate protrudes at the protruding position. and air resistance variable element to reduce the air resistance of the vehicle than when in the stowed position with the first plate to close the space formed by Rukoto, set shading in each of the air resistance variable element, the first 1 and the second plate Drive means Before moving to said projected position and said housing position, characterized in that it comprises a drive control means for actuating said drive means based on a determination result of the running state determining means.

According to the present invention, when the first and second plates are moved to the protruding position, the air resistance of the vehicle is reduced as compared with the case where each of the first and second plates is at the receiving position, and only the first plate moves to the protruding position. Thus, air resistance variable members that increase the air resistance are provided on both sides in the vehicle width direction at the front portion of the vehicle, and the movement of the first and second plates of the air resistance variable member depends on the traveling state of the vehicle. Move.

  As a result, for example, even if the front part of the vehicle has a design shape with high air resistance, it is possible to reduce the air resistance during traveling and to suppress stable understeer and oversteer during turning. It becomes.

According to a second aspect of the present invention, when the drive control means increases the air resistance, when the first and second plates are moved to the protruding position, the second plate is moved to the accommodation position. Actuating the drive means to move, and actuating the drive means to move the first plate to the protruding position when the first and second plates are moved to the receiving position. , characterized in that.

According to the present invention , air resistance can be increased not only when the first and second plates are in the housing position but also when the first and second plates are moved to the protruding position.

According to a third aspect of the present invention, when the drive control means determines that understeer has occurred by the running state determination means, the air resistance on the inner side in the vehicle turning direction is greater on the outer side in the turning direction. The drive means is operated so as to be greater than the air resistance, and the invention according to claim 4 is characterized in that when the drive control means determines that oversteer has occurred by the running state determination means, wherein the air resistance of the outer side of the vehicle turning direction to operate said drive means so as to be larger than the air resistance of the inner side of the turning direction.

  According to the present invention, when understeer occurs as the running state of the vehicle during turning, the air resistance variable member on the inner side in the turning direction protrudes and the air resistance variable member on the outer side in the turning direction moves to the storage position. When oversteer occurs, the air resistance variable member on the inner side in the turning direction is moved to the accommodation position, and the air resistance variable member on the outer side in the turning direction is moved to the protruding position.

  As a result, it is possible to suppress the understeer and oversteer of the vehicle that is turning and to turn in a stable traveling posture.

Further, the invention according to claim 5 is the first and second plates when the drive control means determines that the vehicle speed exceeds a preset speed by the traveling state determination means. The drive means is actuated so as to move to the protruding position .

According to this invention, during high-speed traveling, the air resistance variable during high-speed traveling is reduced by moving the air resistance variable members (first and second plates ) on the left and right sides to the protruding positions .

  As a result, it is possible to accurately stabilize the running posture during turning of the vehicle.

As described above, according to the present invention, the air resistance variable member formed by the first and second plates is provided on both sides of the vehicle front portion in the vehicle width direction, and the first air resistance is changed according to the traveling state of the vehicle . The air resistance in the vehicle width direction can be selectively varied by moving the plate or the first and second plates to the protruding position.

  As a result, even for a vehicle having a design shape with high air resistance, the air resistance is reduced according to the driving state, the fuel efficiency during high-speed driving is reduced, and the driving posture during vehicle turning is stabilized. An excellent effect is obtained.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1A shows a schematic configuration of a vehicle 10 applied to the present embodiment. In the following, the front side of the vehicle is an arrow FR, and the vehicle width direction is an arrow W direction.

  As shown in FIG. 1A, the vehicle 10 is provided with a hood panel 14 that covers the engine room and a front fender panel 18 that surrounds the wheel 16 at the front portion of the vehicle compartment 12. The headlight 20 and the like are disposed on the front end side. A front bumper 22 is attached to the front end of the vehicle 10 along the vehicle width direction (see also FIG. 1B).

  In the vehicle 10, a bumper grill 24 is formed at the center of the front bumper 22 along the vehicle width direction, and a radiator grill 26 is formed between the headlights 20. Such a basic configuration of the vehicle 10 is a known general configuration, and the vehicle 16 travels by driving the wheels 16 by the driving force of an engine (not shown) in the engine room.

  By the way, as shown in FIGS. 1A and 2A, the front bumper 22 provided in the vehicle 10 applied to the present embodiment usually has both ends in the vehicle width direction at the vehicle rear side. Accordingly, the front end portion of the vehicle 10 has a design in which a central portion in the vehicle width direction including the front bumper 22 protrudes toward the vehicle front side.

  As shown in FIG. 1 (A), FIG. 1 (B), FIG. 2 (A) and FIG. 2 (B), the front bumper 22 has a variable air resistance member at both ends in the vehicle width direction. A front plate 30 that is a second plate and a rear plate 32 that is a first plate are disposed, whereby a bumper side 34 is formed. In the following, the left side in the vehicle width direction is referred to as the front plate 30L and the rear plate 32L, and the right side in the vehicle width direction is referred to as the front plate 30R and the rear plate 32R (when collectively referred to as the front plate 30 and the rear plate 32). ), The front plate 30L and the rear plate 32L are integrated into a bumper side 34L, and the front plate 30R and the rear plate 32R are integrated into a bumper side 34R. Further, the basic configuration of the bumper side 34L, 34R is the same, and the bumper side 34L, 34R is collectively referred to as the bumper side 34.

  As shown in FIG. 3, the bumper side 34 (bumper side 34L, 34R) is pivotally supported by a shaft 36 having a front plate 30 (front plates 30L, 30R) provided on the center side in the vehicle width direction. The shaft 36 is swingable in a direction protruding from the front bumper 22 toward the front side of the vehicle. Further, the rear plate 32 (32L, 32R) of the bumper side 34 is supported by a shaft 38 provided on the rear side of the vehicle, and can be rotated outward in the vehicle width direction with the shaft 38 as an axis. It has become.

  On the other hand, the vehicle 10 is provided with a travel control device 40 using the bumper side 34 (34L, 34R).

  One end of a rod 44 is rotatably connected to each of the front plate 30 (30L, 30R) and the rear plate 32 (32L, 32R) via a pin 42. An actuator 46 is provided at an intermediate portion of each rod 44. The actuators 46 corresponding to the front plates 30L and 30R and the rear plates 32L and 32R are collectively referred to as actuators 46FL, 46FR, 46RL, and 46RR as actuators 46.

The driving control unit 40, the controller 48 is provided, the actuator 46 (46FL, 46RL, 46FR, 4 6R R) each being connected to a controller 48, operated by the controller 48 is controlled.

As the actuator 46, any configuration that moves the rod 44 along the longitudinal direction can be applied. For example, as the actuator 46, thereby forming a rack rod 44, applying the structure such Before moving the rod 44 in the longitudinal direction by the drive of an electric motor fitted with a pinion meshing with the rack to the rotation shaft of the electric motor can do.

  As shown by a solid line in FIG. 3, the front plate 30 and the rear plate 32 normally form the surface of the end portion along the vehicle width direction of the front bumper 22, and this position is the accommodation position. . In this housing position, as shown in FIGS. 1A and 2A, the bumper side 34 forms a shape in which the end of the front bumper 22 in the vehicle width direction is gently inclined. The position is set as the accommodation position of the bumper side 34.

  The rod 44 is projected from the inner side to the outer side of the vehicle 10 by driving of the actuator 46, and as a result, as shown by a broken line in FIG. And the rear plate 32 is rotated about the shaft 38 and protrudes outward in the vehicle width direction.

  As shown in FIGS. 1B and 2B, the bumper side 34 protrudes from the front bumper 22 when the front plate 30 and the rear plate 32 protrude. Hereinafter, this position is referred to as a protruding position of the bumper side 34.

  When the front plate 30 and the rear plate 32 are protruded, the bumper side 34 comes into contact with the front ends thereof so as to have a substantially triangular shape in plan view. In the present embodiment, as an example, in the accommodation position of the bumper side 34, the front plate 30 and the rear plate 32 are overlapped so that the front plate 30 is on the inner side, but the shape is limited to this. It is not a thing.

  On the other hand, when the vehicle 10 travels, an air flow from the front side to the rear side occurs around the vehicle 10. At this time, as shown in FIG. 2A, in the vehicle 10, when the bumper side 34 is in the housing position, air on the front side of the vehicle is formed at the end of the front bumper 22 in the vehicle width direction by the bumper side 34. Will flow along the slope. For this reason, the air flow is separated from the side surface of the vehicle 10 in the vehicle width direction. Note that, in FIGS. 2A and 2B, the outline of the air flow is indicated by a two-dot chain line arrow.

  On the other hand, as shown in FIG. 2B, at the protruding position of the bumper side 34, the bumper side 34 bends the end portion of the front bumper 22 in the vehicle width direction toward the side surface of the vehicle 10. And forming a surface along the side surface. Thereby, an air flow from the front side to the rear side of the vehicle 10 flows along the side surface of the vehicle 10.

  In the vehicle 10, the air resistance flowing through the side is separated from the side surface, so that the air resistance is relatively large. However, the air resistance is reduced when the air flow is along the side surface.

  That is, in the vehicle 10, the air resistance coefficient is smaller at the projecting position than at the housing position at the housing position of the bumper side 34 and the projecting position of the bumper side 34.

  The controller 48 of the travel control device 40 changes the air resistance coefficient of the vehicle 10 by causing the bumper side 34 to appear and disappear by driving the actuator 46. Further, the controller 48 can change the air resistance on the right side and the left side of the vehicle 10 in the vehicle width direction by causing the bumper sides 34L and 34R to appear and disappear individually.

  Further, at the bumper side 34, the front plate 30 and the rear plate 32 are overlapped so that the rear plate 32 is on the outside. As a result, as shown in FIGS. 4A and 4B, in the bumper side 34, the front plate 30 can be disposed at the storage position with the rear plate 32 protruding outward. .

In the vehicle 10, by projecting a rear plate 32 only in the width direction of the end portion of the front bumper 22, ing larger air resistance than when accommodating the rear plate 32.

From here, the controller 48, when requiring a large air resistance, so that to drive the actuator 46 so as to project only the plate 32 after the bus Npasaido 34.

  Note that the rear plate 32 is provided with a horizontal plate 58 projecting inwardly toward the vehicle inner side, and when the rear plate 32 protrudes only outward of the vehicle, a substantially box body whose inside is blocked is formed. It is preferable to be formed, so that a larger air resistance can be generated when the rear plate 32 is protruded in a state where the front plate 30 is accommodated.

  On the other hand, the vehicle 10 includes a speed sensor 50 that detects the traveling speed of the vehicle 10, a yaw rate sensor 52 that detects a yaw rate when yawing occurs in the vehicle 10, and a lateral that detects acceleration in the vehicle width direction of the vehicle 10. A G sensor 54 is provided. The vehicle 10 is provided with a steering angle sensor 56 that detects a steering operation (not shown).

  A speed sensor 50, a yaw rate sensor 52, a lateral G sensor 54, and a steering angle sensor 56 are connected to the controller 48 of the travel control device 40. The controller 48 includes the speed sensor 50, the yaw rate sensor 52, the lateral G sensor 54, and From the detection result of the steering angle sensor 56, the traveling state of the vehicle 10 is determined.

  Further, the controller 48 controls the driving of the actuators 46FL, 46RL, 46FR, 46RR based on the determination result of the traveling state, so that the bumper side 34L, 34R can be moved between the housing position and the protruding position according to the traveling state of the vehicle 10. By moving the vehicle, the aerodynamic force during travel is controlled so that the travel of the vehicle 10 is stabilized and the fuel consumption is improved, and the emissions are suppressed along with the fuel efficiency.

  Here, traveling control using the traveling control device 40 will be described as an operation of the present embodiment. FIG. 5 shows an outline of control (aerodynamic control) of the traveling control device 40 applied to the present embodiment. The flowchart of FIG. 5 is executed when an ignition switch (not shown) of the vehicle is turned on, and is ended when the ignition switch is turned off.

  In the vehicle 10, the state in which the bumper side 34 is accommodated is the initial state. In the flowchart of FIG. 5, in the first step 100, the bumper side 34L (front plate 30L and rear plate 32L) and bumper side 34R (front The plate 30R and the rear plate 32R) are stored in the storage positions.

  Thereafter, in step 102, when the traveling speed of the vehicle 10 detected by the speed sensor 50 is read, in step 102, whether or not the traveling speed exceeds a preset speed (for example, 80 km / h). To check.

  Here, when the traveling speed exceeds the preset speed and the high speed traveling state is entered, an affirmative determination is made in step 104 and the routine proceeds to step 106. In this step 106, by driving the actuator 46 (46FL, 46RL, 46FR, 46RR), the bumper side 34L, 34R is protruded by moving the front plate 32 and the rear plate 34 to the protruding position.

  In the next step 108, the steering angle detected by the steering angle sensor 56 is read. In step 110, it is confirmed whether or not the vehicle 10 is traveling straight. If it is determined that the steering operation is hardly performed and the vehicle is traveling straight, an affirmative determination is made in step 100 and the process returns to step 102.

  That is, when the vehicle 10 is in a high-speed straight traveling state, the protruding state of the bumper sides 34L and 34R is maintained.

  As shown in FIGS. 1 (A) and 2 (A), the vehicle 10 has a design in which the central portion in the width direction of the tip portion protrudes forward. Is getting bigger.

  On the other hand, as shown in FIGS. 1B and 2B, in the vehicle 10, the air resistance coefficient is reduced by projecting the bumper sides 34L and 34R.

  In the travel control device 40, the air resistance coefficient of the vehicle 10 is reduced by projecting the bumper sides 34 </ b> L and 34 </ b> R when the air resistance coefficient is in a high speed traveling state that affects fuel efficiency. Thereby, in the vehicle 10, fuel efficiency is improved and emission is suppressed. In other words, the travel control device 40 can improve fuel efficiency and suppress emissions even for the vehicle 10 in which the air resistance coefficient is high with an emphasis on design.

  On the other hand, the vehicle 10 turns by performing a steering operation. At this time, understeer or oversteer may occur.

  Here, in the flowchart of FIG. 5, when a steering operation is performed, a negative determination is made in step 110 and the process proceeds to step 112. In step 112, the turning direction of the vehicle 10 is determined from the traveling speed detected by the speed sensor 50 and the steering angle detected by the steering angle sensor 54, and the yaw rate (hereinafter referred to as a target yaw rate) is calculated.

  The travel locus when the vehicle 10 turns is determined by the steering operation amount, and this operation amount can be detected by a steering angle sensor. Further, the target yaw rate can be obtained from the steering angle and the traveling speed.

  When the controller 48 determines the turning direction and calculates the target yaw rate, the controller 48 reads an actual yaw rate (hereinafter referred to as an actual yaw rate) detected by the yaw rate sensor 52 in step 114. Thereafter, by comparing the target yaw rate with the actual yaw rate, it is confirmed in step 116 whether or not understeer has occurred, and in step 118 it is confirmed whether or not oversteer has occurred. The actual yaw rate may be detected using the detection value of the yaw rate sensor 52, or may be calculated by combining the detection values of the yaw rate sensor 52 and the lateral G sensor 54. The yaw rate can be detected.

  As shown in FIG. 6A, when understeer occurs, the traveling locus of the vehicle 10 is outside the turning direction with respect to the traveling locus corresponding to the steering angle (the traveling locus at the target yaw rate). When understeer occurs, the actual yaw rate detected by the yaw rate sensor 52 becomes smaller than the target yaw rate.

  On the other hand, as shown in FIG. 7A, when oversteer occurs, the traveling locus of the vehicle 10 is inside the turning direction with respect to the traveling locus corresponding to the target yaw rate, and the actual yaw rate is the target yaw rate. Bigger than. 6A and 7A, the target yaw rate and the travel locus based on the target yaw rate are indicated by a solid line, and the travel locus assumed based on the actual yaw rate and the actual yaw rate is indicated by a broken line.

  Here, when it is determined from the target yaw rate and the actual yaw rate that the vehicle is in a traveling state in which understeer has occurred, an affirmative determination is made in step 116 and the routine proceeds to step 120. In this step 120, the actuator 46 is driven so as to house the front plate 30 inside in the turning direction.

  That is, as shown in FIG. 6 (A), if understeer occurs while turning to the right, the actuator 46FR is operated as shown in FIG. The front plate 30R of the side 34R is stored. At this time, the bumper side 34L outside the turning direction is held in a protruding state.

  As a result, in the vehicle 10, the air resistance on the inner side in the turning direction is increased while the air resistance on the outer side in the turning direction is kept low, and yawing caused by the difference in the air resistance suppresses understeer and responds to the target yaw rate. It is possible to travel along the traveling track.

  On the other hand, when it is determined from the target yaw rate and the actual yaw rate that the vehicle is in the oversteer state, a negative determination is made at step 116 and an affirmative determination is made at step 118, and the routine proceeds to step 122. In this step 120, the actuator 46 is driven so as to house the front plate 30 inside in the turning direction.

  That is, as shown in FIG. 7A, when oversteer occurs when turning rightward, the actuator 46LR is operated as shown in FIG. The front plate 30R of the bumper side 34R is stored. At this time, the bumper side 34L outside the turning direction is held in a protruding state.

Thereby, in the vehicle 10, the air resistance inside the turning direction is kept low while the air resistance inside the turning direction is kept low, and oversteer is suppressed by yawing due to the difference in the air resistance, and the target yaw rate is achieved. It is possible to travel along the corresponding travel locus.

  In this way, when the bumper side 34L, 34R is operated according to the traveling state of the vehicle 10 (understeer or oversteer), it is confirmed in step 124 whether or not the turn is completed. By making an affirmative determination and proceeding to step 126 and causing the front plate 30 that has moved to the accommodation position to protrude, each of the bumper sides 34L and 34R is returned to the overhanging state.

  Thus, when priority is given to the design of the front part of the vehicle 10, the traveling control device 40 improves the fuel efficiency and suppresses the emission when the air resistance increases, while understeering or oversteering the vehicle 10. This makes it possible to run in a stable running posture.

In the traveling control device 40, the front bumper 22 provided at the front end of the vehicle 10 is provided with bumper sides 34L and 34R, and the front side of the vehicle 10 is directed in a direction to suppress understeer or oversteer. Compared to suppressing understeer or oversteer on the rear side, it is possible to give the driver a sense of security.

  In the above description, it has been described that understeer and oversteer during high-speed driving are suppressed. However, the present invention is not limited to this, and even when understeer or oversteer is detected during low-speed driving, the actuator 46 is operated to operate the bumper. The sides 34L and 34R may be selectively protruded. Accordingly, understeer and oversteer can be suppressed even during low-speed traveling.

  In addition, the front plate 30 and the rear plate 32 have been described as moving individually. However, the present invention is not limited to this, and the bumper side 34 is caused to appear and disappear by moving the rear plate 32 following the front plate 30. May be.

  FIG. 8 shows an example of the configuration at this time. In the bumper side 60, the rod 62 connected to the rear plate 32 (32L, 32R) is urged toward the vehicle inner side, and the front plate 30 (30L, 30R) is moved to the accommodation position. When the rear plate 32 is held in the accommodation position by the urging force and the actuator 46 (46FL, 46FR) is driven to move the front plate 30 to the protruding position against the urging force, the rear plate 32 is moved to the front plate. Extruded to 30.

  Thereby, the front plate 30 and the rear plate 32 move together so that the bumper side 60 moves in and out.

  In addition to this, the front plate and the rear plate are connected to each other, and the front plate and the rear plate slide while the front plate and the rear plate slide by moving a predetermined position in the vicinity of the connecting portion in the protruding direction and the accommodating direction. Any configuration that moves to the protruding position and the receiving position can be applied.

  The present embodiment described above shows an example of the present invention and does not limit the configuration of the present invention. For example, in the present embodiment, the bumper side 34 formed by the front plate 30 and the rear plate 32 is provided as the air resistance variable member at both ends of the front bumper 22 in the vehicle width direction. For example, a configuration in which air resistance variable members are arranged on both sides in the vehicle width direction at an arbitrary position of the front portion of the vehicle such as a front fender panel can be applied.

(A) And (B) is the schematic perspective view which looked at the vehicle applied to this Embodiment from the front side, (A) shows the state which accommodated the bumper side, (B) protrudes the bumper side It shows the state that was made to. (A) And (B) is the schematic which planarly viewed the vehicle front part, (A) shows the state which accommodated the bumper side, (B) has shown the state which made the bumper side protrude. It is a schematic block diagram of a traveling control apparatus. (A) And (B) shows the state which accommodated the front plate and protruded only the rear plate, (A) is the schematic perspective view seen from the vehicle front side, (B) is the outline which planarly viewed the vehicle front part FIG. It is a flowchart which shows an example of the control processing by a traveling control apparatus. (A) is the schematic which shows understeer, (B) is the schematic of the vehicle front part which shows the state of the bumper side with respect to understeer. (A) is the schematic which shows oversteer, (B) is the schematic of the vehicle front part which shows the state of the bumper side with respect to oversteer. It is the schematic which shows another example of the bumper side which forms an air resistance variable member.

Explanation of symbols

10 Vehicle 22 Front bumper 30 (30L, 30R) Front plate (air resistance variable member, second plate)
32 (32L, 32R) Rear plate (air resistance variable member, first plate)
34 (34L, 34R) Bumper side (Air resistance variable member)
40 Traveling control device 46 (46FL, 46RL, 46FR, 46RR) Actuator (drive means)
48 controller (running state determination means, drive control means)
50 Speed sensor (running state determination means)
52 Yaw rate sensor (running state determination means)
54 Lateral G sensor (running state determination means)
56 Steering angle sensor (running state determination means)

Claims (5)

Traveling state determination means for detecting a vehicle traveling state by detecting vehicle speed, steering angle, and yaw rate;
First and second plates which are provided on both sides in the vehicle width direction at the front of the vehicle and are movable between a storage position stored in the vehicle surface and a protruding position outward in the vehicle width direction. The first plate increases the air resistance of the vehicle by the space formed between the first plate and the end of the vehicle front side protruding outward in the vehicle width direction. An air resistance variable member that closes a space formed by projecting the first plate at the projecting position and reduces the air resistance of the vehicle as compared to when the plate is in the housing position together with the first plate ;
And setting vignetting, driving means for said first and said second plate Before moving to said projected position and said housing position to each of the air resistance variable element,
Drive control means for operating the drive means based on the determination result of the running state determination means;
A travel control device comprising: When the drive control means increases the air resistance,
When the first and second plates are moved to the protruding position, the driving means is operated to move the second plate to the accommodation position;
Actuating the drive means to move the first plate to the protruding position when the first and second plates are moved to the storage position;
The travel control apparatus according to claim 1. Said drive control means, wherein when it is determined that the understeer occurs by the traveling state determining means, said drive so that the air resistance of the inner side of the vehicle turning direction is larger than the air resistance of the outer side of the turning direction The travel control apparatus according to claim 1 or 2, wherein the means is operated. It said drive control means, wherein when oversteer by the traveling state determining means is determined to be occurring, the so air resistance of the outer side of the vehicle turning direction is larger than the air resistance of the inner side of the turning direction The travel control apparatus according to claim 1 or 2, wherein the driving means is operated. The drive control means causes the first and second plates to move to the protruding position when the traveling state determination means determines that the vehicle speed exceeds a preset speed. The travel control device according to any one of claims 1 to 4, wherein the driving means is operated .

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