JP7430505B2 - rectifier - Google Patents

Description

The present invention relates to a rectifying device that rectifies airflow around the body of a vehicle such as an automobile.

BACKGROUND ART In the body of a vehicle such as a passenger car, it is common that both ends of a front shield, which is a transparent member such as glass provided at the front of the passenger compartment, are supported by front pillars (A-pillars), which are columnar members.
When the running wind, which is the airflow that is formed around the car body as the vehicle is running, interferes with the front shield and flows toward the side edges of the front shield, causing disturbances such as longitudinal vortices around the front pillars, aerodynamics such as so-called wind noise occur. This causes noise and aerodynamic vibration, impairing the quietness, texture, and comfort of the vehicle.
Furthermore, the formation of turbulence around the vehicle may adversely affect the vehicle's air resistance and steering stability such as straight-line performance.

As a conventional technique related to improving quietness by rectifying the wind around the A-pillar, for example, Patent Document 1 discloses an outer molding having a molding part on the surface of the front pillar that covers the side edge of the windshield glass (front shield). It is stated that it must be installed.
Additionally, Patent Document 2 describes that in order to improve the aerodynamic performance around the front pillar, a flow passage of a predetermined shape is formed between the front pillar and a pillar outer cover attached to the outside thereof, through which air flows. has been done.

Japanese Patent Application Publication No. 2011-255758 Japanese Patent Application Publication No. 2014-69611

In a vehicle with a hood located at the front of the passenger compartment, the wind flowing toward the rear of the vehicle when viewed from above the hood is directly directed or flows through the cowl provided between the hood and the front shield. The turbulent flow may proceed to the pillar side of the front shield side portion and be caught up in the longitudinal vortex behind the pillar, thereby promoting the generation of turbulent flow in the vicinity of the vehicle body side portion on the rear side of the pillar.
If this turbulence becomes stronger, there is concern that the air resistance, aerodynamic noise (wind noise), aerodynamic vibration, etc. of the vehicle will worsen.
On the other hand, if the airflow traveling over the top of the hood is deflected outward in the vehicle width direction to avoid areas where airflow interference should be suppressed, such as around the pillars, such negative effects can be suppressed and prevented. can.
In view of the above-mentioned problems, an object of the present invention is to provide a rectifying device that deflects airflow traveling near the upper surface of a vehicle body toward the side of the vehicle.

The present invention solves the above-mentioned problems by the following solving means.
The invention according to claim 1 includes: a first surface portion provided on the outer surface of the vehicle body and facing upward; and a first surface portion provided on the outer surface of the vehicle body facing laterally and at an upper end portion on a side of the first surface portion. A rectifying device provided in a vehicle having a second surface connected to an end portion, the airflow rectifying device being provided near a connecting portion between the first surface and the second surface, the air flow traveling outward in the vehicle width direction. The vehicle includes a front shield provided at the front of the vehicle interior, a hood provided on the front side of the front shield, and an airflow generator provided between the front shield and the hood. the airflow generation section is configured by arranging a plurality of plasma actuators on the front side of the vehicle relative to the cowl section along the connection section, and the airflow generation section has a plurality of plasma actuators arranged in the airflow generation section. Among the airflows generated by the plasma actuator , the first airflow generated by the plasma actuator located at the front side of the vehicle is stronger than the second airflow generated by the plasma actuator located at the rear side of the vehicle . This is a rectifying device characterized by:
According to this, the airflow generation section generates an airflow that travels outward in the vehicle width direction, thereby guiding the airflow (driving wind) flowing toward the rear of the vehicle in the vicinity of the first surface section (upper surface section), and can be deflected toward the surface (side surface) side.
Thereby, it is possible to eliminate or suppress a problem that would occur if the airflow continued backwards above the first surface portion.
Moreover, it is possible to generate airflow with good responsiveness with a simple configuration having no moving parts using a plasma actuator, and the above-mentioned effects can be reliably obtained.
Furthermore, by arranging a plurality of plasma actuators, it is possible to easily configure an airflow generating section that extends along the connection section (edge line) between the first surface section and the second surface section.
Furthermore, it becomes possible to individually set the operation and stop of each plasma actuator and the intensity of the generated airflow, thereby improving controllability.
Further, by changing the intensity of the airflow generated by the plasma actuator depending on the position in the longitudinal direction of the vehicle, it is possible to optimize the behavior of the airflow around the vehicle.
Note that in this specification, claims, etc., "facing upward" includes not only a surface whose normal direction is the vertical direction, but also a surface inclined at an angle of, for example, about 45 degrees from the vertical direction.
Further, "facing sideways" includes not only a surface whose normal direction is the vehicle width direction, but also a surface inclined at an angle of, for example, about 45 degrees from this direction.

The invention according to claim 2 is characterized in that the plasma actuator of the airflow generating section includes at least one pair of electrodes arranged with a dielectric material in between, and a power source that applies an alternating current voltage to the electrodes. A rectifier according to claim 1 .

The invention according to claim 3 is an airflow state detection system that detects a crosswind in the direction of travel of the vehicle based on a pressure difference between pressure sensors that are provided on left and right sides of the vehicle in the direction of travel and detect pressures applied to the surface of the vehicle body. and when the crosswind of a predetermined level or more is detected, the airflow generating section on the windward side increases the intensity of the airflow generated, and the airflow generating section on the leeward side reduces or stops the intensity of the airflow generated. 3. The rectifier according to claim 1, further comprising: a control section that controls the intensity of the airflow generated by the airflow generation section.
According to this, by controlling the strength of the airflow according to changes in the airflow conditions around the vehicle, it is possible to obtain an appropriate rectification effect even when there are disturbances such as wind or changes in driving conditions. Can be done.

In the invention according to claim 4 , the vehicle has a fender provided on the outside of the hood in the vehicle width direction, and the airflow generation section is arranged between a side end of the hood and an upper end of the fender. The rectifying device according to any one of claims 1 to 3 , characterized in that the rectifying device is provided on at least one side.
According to this, by deflecting the wind flowing along the top surface of the hood outward in the vehicle width direction, it is possible to prevent the wind from interfering with the front shield and the pillars arranged on the sides of the windshield. can generate turbulent flow with excess flow behind the pillar and suppress its growth.

The invention according to claim 5 is characterized in that the airflow generating section generates the airflow so that the main flow direction in which the flow velocity of the airflow is maximum is downward than the horizontal direction. It is a rectifier.
According to this, the airflow flowing outward in the vehicle width direction from the top surface of the hood is blown upward, and it is possible to prevent the turbulence from growing by merging with the turbulent flow formed on the rear side of the pillar.

As described above, according to the present invention, it is possible to provide a rectifying device that deflects airflow traveling near the upper surface of a vehicle body toward the side of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an external perspective view of the front portion of a vehicle in which a first embodiment of a rectifying device to which the present invention is applied is provided. FIG. 2 is a schematic cross-sectional view taken along the line II-II in FIG. 1; FIG. 2 is a schematic cross-sectional view of a bipolar plasma actuator provided in the rectifier of the first embodiment. It is a block diagram showing the composition of the control system of the plasma actuator in the rectifier of a 1st embodiment. FIG. 2 is an external perspective view of the front portion of a vehicle that is a comparative example of the present invention. 1 is an external perspective view of the front portion of a vehicle in which a reference example of a rectifying device to which the present invention is applied is provided. FIG. 2 is a schematic cross-sectional view of a three-electrode plasma actuator provided in a second embodiment of a rectifier to which the present invention is applied. FIG. 7 is a schematic cross-sectional view of a hood side end of a vehicle having a rectifier according to a second embodiment .

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

FIG. 1 is an external perspective view of the front portion of a vehicle in which a rectifier according to a first embodiment is provided.
The vehicle 1 is, for example, a two-box type passenger car having a cabin 10 and an engine compartment 20.
The cabin 10 has a space in which a passenger is accommodated.
The cabin 10 includes a windshield 11, an A-pillar 12, a front door 13, a front door glass 14, a door mirror 15, and the like.

A windshield (front shield) 11 is provided in the upper half of the front part of the cabin 10.
The windshield 11 is arranged so that its upper end is inclined toward the rear of the vehicle with respect to its lower end.
Further, the windshield 11 is curved so that the front side of the vehicle is convex.
The A-pillar 12 is a columnar portion arranged along both left and right ends of the windshield 11.
The front door 13 is a door-shaped body provided on the front side of the cabin 10 .
The front door 13 is attached so that it can be opened and closed by swinging around a hinge provided at the front end.
The front door glass 14 is an elevating glass provided at the upper part of the front door 13.
When the front door glass 14 is closed (raised most), the front end of the front door glass 14 is arranged along the rear part of the A-pillar 12.
The door mirror 15 is a side view mirror that is provided near the front end of the front door 13 and protrudes outward from the top in the vehicle width direction.

The engine compartment 20 is a portion that accommodates an engine (not shown) that is a power source for driving the vehicle.
The engine compartment 20 is arranged to protrude toward the front of the vehicle from a lower half of the front end of the cabin 10 (an area below the lower end of the windshield 11, the bulkhead, and the toeboard).
The engine compartment 20 includes a hood 21, a front fender 22, a wheel house 23, a front combination lamp 24, a front grill 25, a front bumper 26, a cowl portion 27, and the like.

The hood 21 is a door-shaped body provided in the upper part of the engine compartment 20 so as to be openable and closable.
The hood 21 is formed into a curved surface that is convex upward, and has a large curvature near the front end.
Both ends of the hood 21 in the vehicle width direction are bent downward in a region outside the ridgeline 21 a and connected to the surface of the front fender 22 .
The ridgeline 21a is a location where the curvature of the convex curved surface becomes locally large, and extends in the vehicle longitudinal direction at the side end portion of the hood 21.
An area on the surface of the hood 21 that is inside the ridgeline 21a in the vehicle width direction is a first surface portion according to the present invention. Further, the area outside the ridgeline 21a in the vehicle width direction and the surface of the fender 22 formed continuously therewith are the second surface portions referred to in the present invention.
The ridgeline 21a is a connection between the first surface and the second surface.

The front fender 22 is an exterior member that constitutes a side surface of the engine compartment 20.
The rear edge of the front fender 22 is formed along the front edge of the front door 13.
An arcuate wheel arch 22a is formed at the lower part of the front fender 22 and serves as the upper edge of the wheel house 23 when viewed from the side of the vehicle.

The wheel house 23 is a space in which the front wheels FW of the vehicle are accommodated.
The wheel house 23 is provided at the lower side of the engine compartment 20 and opens outward in the vehicle width direction inside the wheel arch 22a.

The front combination lamp 24 is a unit in which lights such as a headlamp that illuminates the front of the vehicle, a turn signal lamp, a position lamp, and a daylight running lamp are housed in a common housing.
A pair of front combination lamps 24 are provided spaced apart in the vehicle width direction, and are arranged at the lower part of the front end of the hood 21 near both left and right ends.

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

The front bumper 26 is an exterior member that constitutes the front end of the vehicle body, and is provided below the front combination lamp 24 and the front grill 25.
The left and right end portions of the front bumper 26 extend below the front portion of the front fender 22 and are disposed adjacent to the front portion of the wheel house 23.

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

An airflow generating device 30, which will be described below, is provided on the side of the hood 21. In addition, although the airflow generation device 30 is only shown on the left side in FIG. 1 etc., it is also provided symmetrically on the right side.
FIG. 2 is a schematic cross-sectional view taken along the line II--II in FIG.
The airflow generation device 30 is configured by arranging a plurality of plasma actuators PA along the ridgeline 21a with the airflow generation direction facing outward in the vehicle width direction.
Each plasma actuator PA is arranged so as to generate an airflow F outward along the vehicle width direction when viewed from above the vehicle.
Further, as shown in FIG. 2, the main flow portion of the airflow F has the maximum airflow, and the main flow direction thereof is inclined downward from the horizontal direction.

The configuration of a bipolar plasma actuator used in an airflow generator will be described below.
FIG. 3 is a schematic cross-sectional view of a bipolar plasma actuator provided in the rectifier of the first embodiment.
The bipolar plasma actuator 100 used as the plasma actuator PA of the airflow generation device 30 includes a dielectric 110, an upper electrode 120, a lower electrode 130, an insulator 140, and the like.

The dielectric 110 is a sheet-like member made of, for example, fluorocarbon resin such as polytetrafluoroethylene.
The upper electrode 120 and the lower electrode 130 are made of a conductive tape made of a thin metal 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, etc.).
The lower electrode 130 is attached to the back side of the dielectric 110.
The upper electrode 120 and the lower electrode 130 are arranged offset in the plane direction of the dielectric 110.
The insulator 140 is a sheet-like member that becomes the base of the plasma actuator 100, and is provided on the back side of the dielectric 110 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 generate plasma discharge P, and can be, for example, about 1 to 10 kV.
Further, the frequency of the applied voltage can be, for example, about 1 to 10 kHz.
At this time, air on the surface side of the plasma actuator 100 is attracted by the plasma discharge P, and a wall jet-like airflow F is generated.
Further, the plasma actuator 100 is also capable of reversing the direction of the airflow F by controlling the waveform of the applied alternating current voltage.

The rectifying device of the first embodiment supplies driving power to the plasma actuator PA described above to generate an airflow F, and in order to rectify the running wind W (particularly the eddy current) on the side of the vehicle body, the control system described below is used. We are prepared.
FIG. 4 is a block diagram showing the configuration of a plasma actuator control system in the rectifier 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 power between each electrode of the plurality of plasma actuators PA that constitute the airflow generation device 30.

The rectification control unit 220 gives commands to the power supply unit 210 according to the state of the airflow around the vehicle, and controls the operation and stopping of each plasma actuator PA of the airflow generation device 30.
Each of the above-mentioned units is configured to include, for example, an information processing section such as a CPU, a storage section such as a RAM or ROM, an input/output interface, a bus connecting these, etc., and are capable of communicating with each other.

The rectification control unit 220 includes an airflow state estimation section 221.
The airflow state estimation unit 221 is an airflow state detection unit that estimates the state of crosswinds that the vehicle is subjected to.
A pressure sensor 222 is connected to the airflow state estimation section 221 .
The pressure sensors 222 are provided on the left and right sides of the vehicle body, and detect pressure (dynamic pressure) applied to the surface of the vehicle body.
The airflow state estimating unit 221 estimates the direction and intensity of the crosswind based on the pressure difference between the left and right sides of the vehicle body detected by the pressure sensor 222.

In order to obtain an appropriate rectification effect even when there is a crosswind, the rectification control unit 220 controls the airflow F generated by the windward side airflow generator 30 when a crosswind with a speed higher than a predetermined speed is detected. Control is performed to increase the strength, reduce the strength of the airflow F generated by the leeward side airflow generation device 30, or stop the generation of the airflow F.
Further, the rectification control unit 220 can change the intensity of the airflow F generated by each plasma actuator PA depending on the position in the vehicle longitudinal direction (the longitudinal direction of the ridgeline 21a, the longitudinal direction of the airflow generator 30). .
For example, in order to quickly push the running wind W flowing in from the front side of the vehicle outward in the vehicle width direction, the airflow F generated at the front side of the vehicle can be strengthened with respect to the airflow F generated at the rear side of the vehicle. .
In addition, in order to prevent the airflow F from merging with the airflow ejected outward in the vehicle width direction from the wheel house 23 and promoting the growth of turbulence on the side of the vehicle, the airflow F passing above the wheel arch 22a is , the strength can be made relatively low compared to other parts.

Hereinafter, the effects of the first embodiment described above will be explained in comparison with a comparative example of the present invention described below.
In the comparative example and each embodiment described below, parts similar to those in the previous embodiment are denoted by the same reference numerals, explanations thereof are omitted, and differences will be mainly explained.
FIG. 5 is an external perspective view of a vehicle according to a comparative example.
The vehicle of the comparative example is obtained by removing the rectifier including the airflow generating device 30 from the vehicle of the first embodiment.

In the vehicle of the comparative example, the traveling wind Wout flowing above the hood 21 and near the side ends interferes with the area near the side ends of the windshield 11 and is deflected outward in the vehicle width direction.
Thereafter, the traveling wind Wout is engulfed from the A-pillar 12 toward the front door glass 14, and generates a turbulent flow T with excessive flow near the front portion of the front door glass 14.
Further, the traveling wind Win flowing through the upper part of the hood 21 and the center part in the vehicle width direction interferes with the windshield 11 and a part of it is introduced into the cowl part 27.
The airflow introduced into the cowl part 27 flows inside the cowl part 27 outward in the vehicle width direction, is ejected outward in the vehicle width direction at the lower part of the A-pillar 12, merges with the above-mentioned running wind Wout, and flows into a turbulent flow T. promote the growth of

On the other hand, in the first embodiment, as shown in FIG. It is possible to guide the airflow passing through the A-pillar 12 outward in the vehicle width direction, thereby suppressing the occurrence and growth of turbulent flow caused by being caught behind the A-pillar 12.

According to the first embodiment described above, the following effects can be obtained.
(1) The plasma actuator PA provided at the side end of the hood 21 generates an airflow F that travels outward in the vehicle width direction, thereby guiding the running wind W flowing toward the rear of the vehicle near the top surface of the hood 21, It can be deflected toward the fender 22 side.
Thereby, it is possible to suppress the traveling wind W from interfering with the windshield 11, the A-pillar 12, etc., and generating and growing a turbulent flow T accompanied by a vortex near the front door glass 14 on the rear side of the A-pillar 12.
(2) By using the plasma actuator PA as the airflow generating section, it is possible to generate the airflow F with good responsiveness with a simple configuration having no moving parts, and the above-mentioned effects can be reliably obtained.
(3) By arranging the plurality of plasma actuators PA in a substantially straight line, it is possible to easily configure the airflow generating section 30 that extends along the ridgeline 21a that is the connection section between the top surface and the side surface of the hood 21. Can be done.
Furthermore, it becomes possible to individually set the activation and stopping of each plasma actuator PA and the intensity of the generated airflow F, thereby improving controllability.
(4) By changing the intensity of the airflow F generated by the plasma actuator PA depending on the position in the longitudinal direction of the vehicle, the behavior of the airflow around the vehicle can be optimized.
(5) By controlling the intensity of the airflow F in accordance with changes in the state of the crosswind that the vehicle receives, it is possible to appropriately obtain a rectifying effect even when the vehicle receives a crosswind as a disturbance.
(6) By providing the airflow generating device on the side of the hood 21 provided on the front side of the windshield 11, the running wind W flowing above the side of the hood 21 is deflected outward in the vehicle width direction, and this To prevent the generation and growth of turbulent flow T accompanied by eddies on the rear side of A-pillar 12 by interfering with glass 11, A-pillar 12, etc., and to suppress air resistance, aerodynamic noise, aerodynamic vibration, etc. of the vehicle. Can be done.
(7) Since the traveling direction of the main stream portion of the airflow F is inclined downward, the airflow flowing from above the hood 21 to the outside in the vehicle width direction is blown upward, and turbulence is generated at the rear side of the A-pillar 12. It is possible to suppress the growth of turbulent flow T by merging with flow T.

< Reference example >
Next, a reference example of a rectifier to which the present invention is applied will be described.
FIG. 6 is an external perspective view of the front part of a vehicle in which a reference example rectifying device is provided.
In the reference example , instead of arranging a plurality of plasma actuators PA as in the first embodiment, the rectifying device 30 is a long rectifier having an electrode and a dielectric body extending along the ridge line 21a of the hood 21. It is composed of a plasma actuator PA.
According to the reference example described above, effects similar to those of the first embodiment described above (excluding those described in sections (3) and (4)) can be obtained.

< Second embodiment >
Next, a second embodiment of a rectifier to which the present invention is applied will be described.
In the second embodiment , as the plasma actuator PA of the airflow generation device 30, a three-pole plasma actuator 100A, which will be described below, is used instead of the two-pole plasma actuator 100 of the first embodiment.

FIG. 7 is a schematic cross-sectional view of a three-electrode plasma actuator provided in the rectifier of the second embodiment .
A three-electrode plasma actuator 100A shown in FIG. 7 has a pair of upper electrodes 120 (120A, 120B) symmetrically arranged on both sides of a lower electrode 130, and an independent power source PS for each upper electrode 120A, 120B. has been established.

Such a three-electrode plasma actuator 100A uses, for example, plasma P formed between the upper electrode 120A and the lower electrode 130, and between the upper electrode 120B and the lower electrode 130, to control the mutually opposing air currents F. can be generated.
In this case, the opposing airflows F collide and merge while being deflected to form (synthesize) an airflow that flows in a direction away from the main plane of the plasma actuator 100A (typically in the normal direction, etc.). can.
In addition, the three-electrode plasma actuator 100A, by energizing only one upper electrode 120 (120A or 120B), controls the airflow that advances along its surface, similar to the two-electrode plasma actuator 100 described above. can be formed.
Furthermore, by controlling the voltage applied to the upper electrodes 120A, 120B, etc., it is also possible to control the traveling direction of the airflows after they merge.

FIG. 8 is a schematic cross-sectional view of the hood side end of a vehicle having the rectifier according to the second embodiment .
FIG. 8 shows a cross section corresponding to FIG. 2 in the first embodiment.
In the second embodiment , the plasma actuator PA that constitutes the airflow generating device 30 is arranged on the outer side in the vehicle width direction of the ridge line 21a of the hood 21 and adjacent to the ridge line 21a. This location corresponds to the upper end of the side surface of the engine compartment 20 of the vehicle.
Similar to the first embodiment, the airflow F generated by the plasma actuator PA advances outward in the vehicle width direction and tilts downward from the horizontal direction.
Also in the second embodiment described above, effects similar to those of the first embodiment described above can be obtained.
Further, the traveling direction of the airflow F can be appropriately set without being limited to the direction of the vehicle body surface, and the degree of freedom in designing the vehicle and the rectifying device is improved.
Furthermore, tuning to optimize the traveling direction of the airflow F is easy, and more effective rectification can be performed.

(Modified example)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) The configurations of the rectifying device and the vehicle are not limited to the above-described embodiments, and can be modified as appropriate.
For example, the shape of the vehicle and the location where the rectifier is installed can be changed as appropriate.
(2) In each of the embodiments, the rectifying device has plasma actuators arranged in a single row along the ridgeline, but the plasma actuators may be arranged in two or more double rows, for example.
(3) In each embodiment, the rectifier is provided, for example, at the side end of the hood, but the location where the rectifier is provided is not limited to this, and can be changed as appropriate.
For example, the rectifier may be provided on the side of the roof. In this case, by blowing the airflow down from the side of the roof along the side of the cabin, it is possible to destroy the turbulent flow that forms around the front door glass (side window) and suppress the growth of turbulence. .
Further, the rectifier may be provided on the side of the trunk lid of a three-box vehicle. In this case, it is possible to interfere with the excess flow formed on the rear side of the trunk portion and suppress the growth of the excess flow.
(4) In the first embodiment, etc., the airflow state estimating unit controls the strength of the airflow according to the crosswind state, but the airflow strength may be controlled according to changes in conditions other than the crosswind. . For example, the intensity of the airflow may be controlled depending on the state of turbulent flow around the vehicle (intensity of vortices, etc.), the traveling speed of the vehicle, and the like.
(5) In the first embodiment and the like, crosswind is detected by a pressure sensor provided on the side of the vehicle body, but it may be detected by other methods. For example, the crosswind may be estimated from the behavior of the vehicle body caused by the crosswind, using the output of an acceleration sensor that detects lateral acceleration acting on the vehicle body.

1 Vehicle 10 Cabin 11 Windshield 12 A-pillar 13 Front door 14 Front door glass 15 Door mirror 20 Engine compartment 21 Hood 21a Ridge line 22 Front fender 22a Wheel arch 23 Wheel house 24 Front combination lamp 25 Front grill 26 Front bumper 27 Cowl part 30 Airflow Generator PA Plasma actuator F Air flow W, Win, Wout Traveling wind T Turbulent flow 100 Plasma actuator (2-pole type)
100A plasma actuator (3 pole type)
110 dielectric 120 (120A, 120B) upper electrode 130 lower electrode 140 insulator 200 rectification control unit 210 power supply unit 220 rectification control unit 221 airflow state estimation section 222 pressure sensor

Claims (5)

a first surface portion provided on the outer surface of the vehicle body and facing upward;
A flow rectifier provided in a vehicle, comprising: a second surface portion provided on an outer surface of the vehicle body, facing laterally, and connected to a side end portion of the first surface portion at an upper end portion;
an airflow generating section that is provided near a connecting portion between the first surface section and the second surface section and generates an airflow that advances outward in the vehicle width direction;
The vehicle is
A front shield installed at the front of the vehicle compartment,
a hood provided on the front side of the front shield;
a cowl portion provided between the front shield and the hood;
The airflow generation section is configured by arranging a plurality of plasma actuators along the connection section toward the front side of the vehicle relative to the cowl section,
Among the airflows generated by the plurality of plasma actuators arranged in the airflow generation section, a first airflow is generated by the plasma actuator located at the front side of the vehicle, and the first airflow is generated by the plasma actuator located at the rear side of the vehicle . A rectifying device characterized by having a stronger airflow than a second airflow. The rectifying device according to claim 1, wherein the plasma actuator of the airflow generation section includes at least a pair of electrodes arranged with a dielectric material in between, and a power source that applies an alternating current voltage to the electrodes. an airflow state detection unit that detects a crosswind in the direction of travel of the vehicle based on a pressure difference between pressure sensors that are respectively provided on left and right sides of the vehicle in the direction of travel and detect pressure applied to the surface of the vehicle body;
When the crosswind of a predetermined level or more is detected, the airflow generating section on the windward side increases the intensity of the airflow generated, and the airflow generating section on the leeward side reduces or stops the intensity of the airflow generated. The rectifier according to claim 1 or 2, further comprising: a control section that controls the intensity of the airflow generated by the airflow generation section. The vehicle is
a fender provided on the outside of the hood in the vehicle width direction;
The rectifying device according to any one of claims 1 to 3, wherein the airflow generating section is provided near a side end of the hood and near an upper end of the fender. . The rectifying device according to claim 4, wherein the airflow generating section generates the airflow so that a main flow direction in which the flow velocity of the airflow is maximum is downward than a horizontal direction.

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