JP5928351B2 - Vehicle or moving body aerodynamic control device and vehicle or moving body equipped with aerodynamic control device - Google Patents

Description

  The present invention relates to an aerodynamic control device for vehicles such as automobiles or other moving bodies such as airplanes, hovercrafts, linear motor cars, and ships, and more particularly, the vehicle or other movements while the vehicle or other moving bodies are traveling. It relates to a device for changing the aerodynamic force received by the body.

  During traveling of a vehicle such as an automobile or other moving body, the driving stability (fuel force or aerodynamic force) received from the flow of air flowing around the body or fuselage greatly affects the running stability, fuel consumption, etc. of the vehicle or other moving body. Receive. Therefore, in order to control the flow around the vehicle body or the fuselage of a traveling vehicle or other moving body, a rectifying member (air spoiler) is arranged on the side of the vehicle body or the fuselage to improve the behavior of the vehicle body or the fuselage. Stabilization is achieved (Non-Patent Document 1). For example, in Patent Document 1, the rudder angle of a wing attached to the surface of the vehicle body is fixed or arbitrarily changed to control the force acting on the vehicle body, and the body groove is formed in addition to the wing to change the posture of the vehicle body. A configuration to control is disclosed. In Patent Document 2, a vertical slit is provided in the front bumper of the vehicle to form a duct (aero slit) through which air flows on the back side, and when the vehicle receives a crosswind, it flows from the slit due to a pressure difference between the duct entrance and exit. A structure that reduces the yawing moment due to the airflow by actively separating the flow below the front wind by blowing out the airflow (when there is no crosswind, there is no pressure difference between the duct inlet and outlet, so the flow blows out from the slit. And no air flow separation occurs).

JP-A-5-176413 JP-A-2005-306237

“Automobiles and hydrodynamics: Flow around the vehicle body and aerodynamic characteristics” Junji Sumiya and two others, Nagare 23 (2004) pp. 445-454

  By the way, generally, the flow control or the aerodynamic characteristic control of the vehicle or other moving body around the vehicle body or the fuselage is configured so that the separation region or the adhesion region of the flow around the vehicle body or the fuselage can be appropriately obtained. Therefore, the aerodynamic device attached to the vehicle body or the fuselage is designed so that the separation region or the adhesion region is appropriate corresponding to the flow predicted on the vehicle body or the fuselage. However, the air flow experienced by a moving vehicle or other moving object is often unsteady or transient, and when such unsteady air flow occurs, Where transient flow phenomena occur on the fuselage surface, such as separation, reattachment, and vortex, conventional aerodynamic devices have a relatively narrow control range and cannot adequately handle unsteady or transient flows. There is a case. Further, the flow control around the vehicle body or the fuselage that has been proposed in the past is, for example, a control that is configured in consideration of steady aerodynamic characteristics such as adaptation of steady CY (yaw moment coefficient). On the other hand, it may not be very effective.

  Thus, one object of the present invention is an apparatus for controlling the flow around a vehicle body or a fuselage of a vehicle such as an automobile or other moving body, even in a situation where an unsteady or transient flow phenomenon occurs. Another object of the present invention is to provide an apparatus configured to appropriately control a separation region of a flow around a vehicle body or a fuselage of a vehicle or other moving body.

  According to the present invention, in one aspect, the above-described problem is an aerodynamic control device for a vehicle, in which at least two rotating members that rotate around the same rotation axis at mutually independent rotation speeds are provided. This is achieved by an apparatus including a rotating body composed of at least two rotating members arranged in the direction of the rotation axis on the surface of the vehicle body, and a rotation control unit that controls the rotation of the at least two rotating members. In the above configuration, the at least two rotating members may typically be cylindrical members, and may be rotationally driven by an actuator such as a motor independently for each rotating member. In addition, one aerodynamic control device may include a plurality of rotating bodies, and the plurality of rotating bodies may be juxtaposed on the surface of the vehicle body with their respective rotation axes being parallel to each other, for example. The rotation control unit may be configured to give a control command to the drive motor of the rotating member and control the rotation operation of the rotating member when aerodynamic control is requested in an arbitrary manner.

  In the above configuration, to put it briefly, a rotating body composed of at least two rotating members is disposed on the surface of the vehicle body, and the rotating members are rotated under the control of the rotation control unit. When such a rotating member rotates on the vehicle body surface of the running vehicle, the air flow flowing around the vehicle body surface changes depending on the mode of rotation of at least two rotating members, and the flow separation region around the vehicle body changes. Or a change will arise in the range of an adhesion zone. Therefore, in the present invention, the rotation of the rotating member is actively controlled in accordance with the running state of the vehicle, in particular, the flow condition around the vehicle body, thereby the flow separation area or the adhesion area around the vehicle body. Is controlled. More specifically, as a mode of rotation of the rotating member, first, when the rotating member is rotated in a direction along the air flow on the surface of the vehicle body, the air flow is not separated from the surface of the vehicle body. It is possible to control to flow along. Further, when the rotating member is rotated in a direction opposite to the air flow on the surface of the vehicle body, the air flow can be separated to a certain extent from the surface of the vehicle body. Furthermore, when at least two rotating members arranged in a row rotate in opposite directions, the airflow can be largely separated from the surface of the vehicle body. This is because a shear flow is formed at the boundary between the two rotating members, thereby forming a vortex flow. And, as the air flow is separated from the surface of the vehicle body, the action of the aerodynamic force on the vehicle body is reduced, so according to the state of the flow around the vehicle body, by selecting various modes of rotation of the rotating member, It is possible to control the action of the running behavior of the vehicle due to the flow around the vehicle body.

  The arrangement of the rotating body on the surface of the vehicle body may be appropriately determined according to the structure of the vehicle body, the behavior required of the vehicle, and the like. In one embodiment, the apparatus of the present invention is typically used advantageously for aerodynamic support of the control of the yaw behavior of the vehicle body, in which case the air flow in a direction parallel to the vehicle body is converted to the yaw behavior. In order to change the air flow in the horizontal direction because of aerodynamic influence, the rotating body may be arranged such that its rotation axis extends in a substantially vertical direction. Also, the air flow that aerodynamically affects the yaw behavior is a crosswind, and the crosswind strikes the vehicle body from diagonally forward in a traveling vehicle. Is disposed in the corner region. Furthermore, since it is advantageous that the rotating action of the rotating body with respect to the air flow is generated as close as possible to the surface of the vehicle body, in one embodiment, preferably the rotating body is a front part of a bumper or front fender panel. Arranged on the inner side of the outer surface of the corner area of the front member of the vehicle, etc., with the rotating surface of at least two rotating members exposed outside the outer surface of the front member on the side of the vehicle May be. In this case, the airflow flowing on the vehicle body surface behind the rotating body on the side where the rotating body is arranged is controlled.

  In another aspect, the rotating body may be arranged in a state of protruding upward from the upper surface of the corner area of the front portion of the vehicle body of the vehicle with the rotating shaft directed in a substantially vertical direction. In this case, it is possible to control the state of the airflow that flows from the one side of the vehicle through the upper surface of the vehicle body to the other side. In this configuration, the rotating body is positioned between the protruding position where the rotating body protrudes upward from the upper surface of the front part of the vehicle body and the storage position where the rotating body is stored inside the upper surface of the front part of the vehicle body. And a mechanism (rotating body moving section) for moving the moving body, and the rotating body may be appropriately projected or housed so that air flow control can be selectively executed. Further, the rotating body may be used as a corner pole provided on the front side portion of the vehicle body.

  Thus, according to the present invention, a vehicle including the aerodynamic control device configured in any one of the above aspects is provided.

  The configuration of the aerodynamic control device described above can also be applied to other moving bodies such as aircraft, hovercraft, linear motor cars, and ships. Therefore, according to another aspect of the present invention, there is provided an aerodynamic control device for a moving body, wherein at least two rotating members that are rotated at mutually independent rotational speeds around the same rotational axis are formed on the body surface. An apparatus including a rotating body composed of at least two rotating members arranged in a row in the direction of the rotation axis, and a rotation control unit that controls the rotation of at least two rotating members, and a moving body including such an aerodynamic control device are provided. Is done.

  In general, according to the present invention described above, the aerodynamic characteristics of a running vehicle body or fuselage can be improved by controlling the air flow on the vehicle body or fuselage surface by active rotation of a rotating body appropriately disposed on the vehicle body or fuselage surface. Is planned. In particular, in the present invention, the mode of rotation of the rotating member of the rotating body can be variously changed, and control can be executed at an appropriate time depending on whether or not air flow control is necessary. Therefore, unlike conventional rectifying members and rectifying structures that are fixedly arranged to correspond to a steady air flow that is assumed in advance, according to the present invention, an unsteady or transient flow phenomenon is caused. Even in the situation that occurs, it is possible to selectively execute control of the air flow in accordance with the phenomenon that has occurred.

  Other objects and advantages of the present invention will become apparent from the following description of preferred embodiments of the present invention.

FIG. 1A is a schematic perspective view and a control configuration diagram of the first embodiment of the aerodynamic control device of the present invention. FIG. 1B is a diagram for explaining the arrangement of the rotating bodies of the aerodynamic control device of the present invention. FIG. 1C is a front perspective view of a vehicle equipped with the aerodynamic control device of the present invention. FIG. 1D is a graph showing the change in yaw moment coefficient CY with respect to the yaw angle of the received wind, which is achieved by the operation of the first embodiment of the aerodynamic control device of the present invention. . FIG. 2 is a diagram schematically showing the operating state of the rotating body and the flow of airflow around the vehicle body of the first embodiment of the aerodynamic control device of the present invention when wind is received from the right front of the vehicle body. . (A) When the direction of rotation of the left and right rotating bodies is matched with the direction of the wind. (B) When the rotating member under the left rotating body is rotated in the direction opposite to the wind direction. (C) When the upper and lower rotating members of the left rotating body are rotated in the opposite direction of the wind direction. (D) When the upper and lower rotating members of the left rotating body are rotated in opposite directions. FIG. 3A is a front perspective view of a vehicle equipped with the second embodiment of the aerodynamic control device of the present invention. FIG. 3B is a diagram schematically illustrating the configuration of the second embodiment of the aerodynamic control device of the present invention. FIG. 3C is a control configuration diagram of the second embodiment of the aerodynamic control device of the present invention. FIG. 3D is a graph showing the yaw moment coefficient CY relative to the received yaw angle, which is achieved by the operation of the second embodiment of the aerodynamic control device of the present invention. FIG. 4 is a perspective view of the vehicle schematically showing the operating state of the rotating body and the flow of airflow around the vehicle body in the second embodiment of the aerodynamic control device of the present invention when wind is received from the left front of the vehicle body. It is a figure (left) and a top view (right). (A) The aerodynamic control device is not operating. (B) When two rotating bodies are projected without rotating. (C) When four rotators are projected without rotating. (D) When rotating with four rotating bodies protruding.

DESCRIPTION OF SYMBOLS 1, 10 ... Rotating body 2, 3, 12, 13 ... Rotation motor rotation motor 4, 14 ... Upper rotation member 5, 15 ... Lower rotation member 6 ... Intermediate support frame 7 ... Support frame 12a ... Rotating shaft 20 ... Support stand 22 ... Gear 23 ... Rotary body vertical motion motor

  The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings. In the figure, the same reference numerals indicate the same parts.

First Embodiment (1) Device Configuration Referring to FIGS. 1A to 1C, a first embodiment of a vehicle aerodynamic control device of the present invention is in contact with wind or airflow received by a vehicle body. The rotating body 1 that controls the state of the rotating body 1 and the control unit 100 that controls the rotational operation of the rotating body. First, in the rotating body 1, the upper rotating member 4 and the lower rotating member 5 are vertically arranged between both ends of a substantially U-shaped support frame 7 via a circular intermediate support frame 6. The motors 2 and 3 (not shown) can rotate around the rotation axis Z, respectively. As illustrated in FIGS. 1B and 1C, the rotating body 1 typically has a corner area in front of the vehicle such that the rotation axis Z extends in a substantially vertical direction, for example, A slit is formed in the front member so as to be embedded inside the front member of the vehicle, such as in front of the bumper or the front fender panel, and to expose a part of the surface of the rotating member to the outside of the vehicle body surface. The aerodynamic control device may be provided on each of the left and right sides of the vehicle, and a plurality of (four in the figure, a to d) rotating bodies 1 are provided on one side of the vehicle front member. It may be enumerated along the surface.

  On the other hand, the control unit 100 is configured to control the rotation of the upper rotating member 4 and the lower rotating member 5 of the rotating body 1. Specifically, first, an upper roller rotation command signal for instructing whether or not the upper rotating member 4 needs to be rotated and a direction of rotation, and a lower roller rotation for instructing whether or not the lower rotating member 5 needs to be rotated and the direction of rotation. Each command signal is given to the corresponding motor controller. Then, in response to the command signal, the motor controller appropriately rotates the motors 2 and 3 with electric power from the motor power source through the motor driver. The upper roller rotation command signal and the lower roller rotation command signal may be appropriately issued according to a driver's instruction or according to the traveling state of the vehicle. Regarding the mode of rotation of the rotating member, as will be described in detail later, of each rotating body 1 equipped in the vehicle, the number of rotating bodies to be rotated, the rotating direction of the upper and lower rotating members, the direction of the wind received by the vehicle body, etc. As a result, the state of the air flow behind the rotating body, the range of the separation region, and the like change, and thereby the action of the air flow on the behavior of the vehicle changes. Therefore, in the present embodiment, the number of rotating bodies to be rotated and the rotation direction of the upper and lower rotating members may be appropriately selected in order to make the action of the air flow appropriate.

(2) Operation of the device As already mentioned, in the aerodynamic control device of the present invention in which the rotating body 1 is disposed on the front member of the vehicle body, the vehicle body can be changed by variously changing the rotation state of the upper and lower rotating members of the rotating body 1. The surrounding air flow can be controlled. Hereinafter, with reference to FIG. 2, the state of the airflow around the vehicle body corresponding to the rotating state of the up-and-down rotating member will be described. In the example of FIG. 2, in all cases, a cross wind comes from the right while the vehicle is running, and as a result, an air flow of the combined wind of the cross wind and the running wind flows around the vehicle body from the right front of the vehicle. Has been explained. When the cross wind comes from the left, the rotation state of the up-and-down rotating member and the change in the air flow are symmetric with respect to FIG.

  First, as shown in FIG. 2A, when the vertical rotating members 4 and 5 are rotated so that the moving direction of the exposed surface of the vertical rotating member of the rotating body 1 coincides with the direction of the air flow on the left and right sides of the vehicle body, The air flow flowing in the vicinity of the tire house of the vehicle body is rectified, and the air resistance can be reduced. That is, generally, in the vicinity of the tire house, the moving direction is opposite to the direction of the air flow on the upper half surface of the tire, so that the air flow is disturbed and the air resistance is increased. . However, as shown in FIG. 2A, when the rotation of the upper and lower rotating members of the rotating body 1 is in the direction along the airflow, an effect of suppressing the turbulence of the airflow due to the rotation of the tire can be obtained.

  Next, as shown in FIGS. 2B and 2C, the vertical rotating members 4 and 5 are rotated so that the moving direction of the exposed surface of the rotating member of the rotating body 1 on the left side of the vehicle body is opposite to the direction of the air flow. In this case, a vortex is generated in the air flow around the vehicle body behind the rotating member, and a separation region is formed. Here, as shown in the perspective view of the vehicle on the right side of FIG. 2B, when only the lower rotating member is rotated, the flow control area (the range of the affected air flow) is When the vertical rotation member is rotated as shown in the perspective view of the vehicle shown in the right diagram of FIG. It becomes the range of almost the entire height. Therefore, the degree of the size of the peeling area becomes larger when the vertical rotating member is rotated than when only the lower rotating member is rotated. As the separation area is formed and the range becomes larger, the action of the airflow in the yaw direction of the vehicle body is reduced, and the yaw behavior of the vehicle is less affected by the wind.

  Further, as shown in FIG. 2D, when the moving direction of the exposed surface of the rotating member of the rotating body 1 on the left side of the vehicle body is reversed between the upper and lower rotating members 4 and 5, vortices are generated in the flow control region. It has been found that the exfoliation zone is enlarged with an increase. This is thought to be due to the fact that the rotational directions of the upper and lower rotating members 4 and 5 are different, so that a shear flow is generated in the boundary region between them, and this action increases the leeward vortex.

Thus, as described above, by changing the rotation mode of the vertical rotating member of the rotator 1, the size of the separation area in the airflow flowing on the side of the vehicle body is controlled. It is possible to control the action of the wind on the. FIG. 1D shows that the yaw moment coefficient CY relative to the yaw angle of the wind received by the vehicle body (the wind angle measured in the yaw direction of the vehicle body when the front front of the vehicle body is 0 degree) It is the graph which showed changing with a rotation state. (Yaw moment coefficient CY is given by CY = M / (1 / 2ρV ² · A · WB) and is a non-dimensional quantity of the magnitude of the yaw moment generated by the wind, where M is yaw (Moment, ρ is air density, V is relative wind speed, A is front projected area, and WB is wheelbase length.) As can be understood with reference to FIG. When only the lower rotating member of the rotating body 1 is rotated in the opposite direction to the air flow (down rotation of a to d), the vertical rotating member of the rotating body 1 is opposite to the air flow as compared with the case where the body does not rotate. When rotating in the direction (a to d up-down rotation), the yaw moment coefficient CY decreases as the up-and-down rotation member of the rotator 1 rotates in the opposite directions (a to d up-down inversion rotation). It becomes. As the yaw moment coefficient CY decreases, the influence of the yaw behavior due to the wind decreases. Therefore, in the same figure, it is possible to adjust the lateral stability by changing the mode of rotation of the vertical rotating member. Is shown. That is, according to the first embodiment of the aerodynamic control device for a vehicle of the present invention, by controlling the mode of rotation of the vertical rotating member of the rotating body 1, the aerodynamic force around the vehicle body and the lateral stability can be controlled. Adjustment is possible.

Second Embodiment (1) Configuration of Device Referring to FIG. 3 (A), in the second embodiment of the aerodynamic control device for a vehicle of the present invention, as shown, from the upper surface in front of the vehicle. A protruding columnar member 10 is provided. As illustrated in FIG. 3B, the columnar member 10 may be a rotating body 10 including an upper rotating member 14 and a lower rotating member 15 as in the case of the first embodiment. Further, as shown in the left of the figure, between the storage state in which the entire rotating body 10 is stored below the surface of the vehicle body and the protruding state in which the substantially entire rotating body 10 protrudes above the surface of the vehicle body as shown in the right of the figure. It may be possible to move up and down. More specifically, with respect to such a configuration, a support base 20 having a groove that engages with the gear 22 is connected to the lower portion of the rotating body 10, and the gear 22 is appropriately rotated by a vertical movement motor 23 to support the structure. The base 20 may move up and down, and the rotating body 10 may be positioned in the storage state or the protruding state. Further, the upper rotating member 14 and the lower rotating member 15 of the rotating body 10 may be independently rotatable by the rotating motors 12 and 13, respectively. Further, as shown in FIG. 3A, the rotating body 10 may be provided on each of the left and right sides of the front corner area of the vehicle, and a plurality of (four pieces a to d in the figure) are provided on one side. ) May be arranged along the upper surface of the front corner area of the vehicle. Note that the rotating body 10 typically has a shape similar to that of a corner pole, and may be used as a corner pole. (Alternatively, the corner pole may be improved so that it can be used as the aerodynamic control device of the present invention.)

  The vertical movement of the rotating body 10 and the rotation operations of the upper rotating member 14 and the lower rotating member 15 of the rotating body 10 may be controlled by a control unit as illustrated in FIG. In the control unit shown in FIG. 1, when the rotating body 10 is in the retracted state when the rotating body 10 is in the retracted state, a vertical movement control command for that purpose is given to the motor controller. In this case, the motor controller operates the vertical movement motor 23 corresponding to each rotating body 10 by the electric power from the motor power source through the motor driver and through the motor driver, whereby the rotating body 10 is placed on the surface of the vehicle body. Protruding. Further, when rotating the upper rotating member 14 and the lower rotating member 15 of the rotating body 10, a rotation control command is given to the motor controller, and the motor controller passes through the motor driver and through the motor driver. 14 and / or the rotation motor corresponding to the lower rotation member 15 is operated to rotate the upper rotation member 14 and / or the lower rotation member 15. The vertical movement control command and the rotation control command may be appropriately issued according to a driver's instruction or according to the traveling state of the vehicle. As will be described in detail later, the number of rotating bodies that are projected or rotated out of each rotating body 1 mounted on the vehicle, and whether or not the upper and lower rotating members are rotated, as will be described in detail later, regarding the manner of protrusion of the rotating body and the rotation of the rotating member. Depending on the rotation direction of the vehicle, the direction of the wind received by the vehicle body, etc., the state of the air flow passing through the upper surface of the vehicle body from the rotating body to the opposite side, the range of the separation zone, etc. may be changed. The effect of the airflow will change. Therefore, in the present embodiment, the number of rotating bodies that are protruded or rotated, the presence or absence of rotation of the upper and lower rotating members, and their rotating directions can be appropriately selected in order to make the airflow action appropriate. It's okay.

(2) Operation of the device In the aerodynamic control device of the present invention in which the rotator 10 is disposed in the front corner area of the vehicle body, the number of the rotators 10 protruding from the upper surface of the vehicle body and the rotation state of the protruding vertical rotating members By making various changes, it is possible to control the air flow around the vehicle body. Hereinafter, the state of the airflow around the vehicle body corresponding to the protruding state of the rotating body 10 and the rotating state of the vertical rotating member will be described with reference to FIG. In the example of FIG. 4, in all cases, a cross wind comes from the left while the vehicle is running, and as a result, an air flow of the combined wind of the cross wind and the running wind passes from the left front of the vehicle through the upper surface of the vehicle body. The case of flowing to the right rear is described. When the cross wind comes from the right, the protruding state of the rotating body 10, the rotating state of the vertical rotating member, and the change of the air flow are symmetric with respect to the case of FIG.

  First, as shown in FIG. 4A, when the rotator 10 does not protrude, the airflow of the synthetic wind flows from the upper surface of the vehicle toward the right rear in a state of adhering to the vehicle body surface. Next, as shown in FIGS. 4B to 4C, when the rotating body 10 is projected without rotating the rotating body 10, vortices are generated in the air flow after passing through the rotating body 10. As a result, an air flow separation region is formed. In such a configuration, when the number of protrusions of the rotating body 10 is increased, the flow control area is expanded, the vortex generation area and extent are increased, and the air flow separation area on the vehicle body surface is also expanded. Further, as shown in FIG. 4D, when the rotary member is rotated in the opposite direction with the rotating body 10 protruding, a vortex caused by shear flow is generated at the interface between these members. As a result, the separation area of the leeward air flow is further expanded.

  As already described in the description of the first embodiment, the negative pressure acting on the vehicle body is reduced as the air flow separation area on the surface of the vehicle body is enlarged, and the yaw due to wind acting on the vehicle body is reduced. The moment is reduced. FIG. 3D is a graph showing changes in the yaw moment coefficient CY relative to the yaw angle of the wind received by the vehicle body when the number of protrusions and the rotation state of the rotating body according to the present embodiment are variously changed. As can be understood with reference to the figure, the yaw moment coefficient CY decreases as the number of rotating bodies that protrude on the surface of the vehicle body increases as compared with the case where the rotating bodies do not protrude (no operation). Furthermore, when the rotation of the upper and lower rotating members of the rotating body (rotations in opposite directions) is executed, the yaw moment coefficient CY is further reduced as compared with the case where the rotating body is not rotated. As already described, as the yaw moment coefficient CY decreases, the influence of the yaw behavior due to the wind decreases, so the figure shows that by changing the number of protrusions of the rotating body and the mode of rotation of the vertical rotating member, It shows that the stability can be adjusted. Further, since the air resistance increases when the rotating body protrudes, the protrusion of the rotating body may be used as air braking.

  Although the above description has been made in relation to the embodiment of the present invention, many modifications and changes can be easily made by those skilled in the art, and the present invention is limited to the embodiment exemplified above. It will be apparent that the invention is not limited and applies to various devices without departing from the inventive concept.

  In particular, according to the configuration in which at least two tandem rotating members are rotated in the opposite directions and thereby generate a shear flow at the boundary thereof, vortices are generated in the leeward, so that It is possible to form a peeling area. The rotating body according to such a principle may be provided at a position or an orientation other than the part illustrated in FIG. 1 or FIG. 3, and such a case should be understood as belonging to the scope of the present invention.

  In the second embodiment, the columnar member 10 may be a column that does not rotate. In that case, a mechanism for rotation is omitted (that is, the rotating body 10 becomes a column member 10 that can be simply moved up and down). It should be understood that even if the strut-shaped member 10 does not rotate, the separation zone can be formed and adjusted to some extent depending on the number of projecting struts.

  Furthermore, the configuration of the series of aerodynamic control devices described above may be applied to the fuselage of other moving bodies such as aircraft, hovercraft, linear motor cars, and ships, and may be used to control aerodynamics around the fuselage. Such cases should also be understood to fall within the scope of the present invention.

Claims (9)

An aerodynamic control device for a vehicle, wherein at least two rotating members rotated at mutually independent rotational speeds around the same rotating shaft extending in a substantially vertical direction are arranged in a vertical direction on the surface of the vehicle body in the rotating shaft direction. A rotating body composed of at least two rotating members, and a rotation control unit for controlling the rotation of the at least two rotating members, wherein the at least two rotating members are opposite to each other in the rotating body. The device that is rotated into .   The apparatus according to claim 1, wherein the rotating body is disposed in a corner area in front of the vehicle.   3. The apparatus according to claim 1, wherein the rotating body is disposed inside an outer surface of a corner region of the front member of the vehicle, and a rotating surface of the at least two rotating members is an outer surface of the front member. A device that is exposed to the outside.   3. The apparatus according to claim 1, wherein the rotating body protrudes upward from an upper surface of a corner area of a front portion of the vehicle body of the vehicle with the rotating shaft directed in a substantially vertical direction.   5. The apparatus according to claim 4, wherein the rotating body is between a protruding position protruding upward from an upper surface of a front portion of a vehicle body and a storage position where the rotating body is stored inside an upper surface of the front portion of the vehicle body of the vehicle. The apparatus containing the rotary body moving part which moves by.   A vehicle comprising the aerodynamic control device according to claim 1.   The apparatus according to claim 1, wherein the rotating body is a corner pole of the vehicle. An aerodynamic control device for a moving body, comprising at least two rotating members rotated at mutually independent rotational speeds around the same rotating shaft extending in a substantially vertical direction in the direction of the rotating shaft on the body surface at least two of the rotary body composed of the rotary member is a column, said at least saw including a rotation controller for controlling the rotation of the two rotary members, said at least opposite two rotary members to each other at the rotary body Device rotated in the direction of .   A moving body comprising the aerodynamic control device according to claim 8.

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