JPH03217380A - Air spoiler control for automobile - Google Patents

Abstract

PURPOSE:To prevent any unnecessary drive of an air spoiler as well as to improve the stability of operation by setting the target tilt angle of the air spoiler on the basis of a car speed, according to both the accelerating and decelerating states, only when an automobile is in acceleration or deceleration is judged. CONSTITUTION:Inclination in the traveling direction of symmetrical front wings 7L installed on the front underside of an automobile is made variable by means of the telescopic motion of an air cylinder 10L which is expanded or contracted by controlling both solenoid supply and exhaust valves 15, 18 through a control unit 43. In this case, when a fact that an adjustable speed in the automobile becomes more than the specified value is detected from output of a car speed sensor 57, whether the automobile is in acceleration or deceleration is judged. When it is in acceleration or deceleration, a target tilt angle of the front wing 7L is set at each acceleration or deceleration, according to the car speed at that time, and the air cylinder 10L is driven and controlled so as to accord the actual tilt angle with the set target one.

Description

[Detailed Description of the Invention] (Industrial Application Field) This invention relates to an air spoiler attached to the front or rear of an automobile, and in particular, to changing the inclination angle of the air spoiler with respect to the traveling direction of the automobile depending on the vehicle speed. The present invention relates to an air spoiler control device for an automobile.

(Prior Art) As this type of air spoiler, so-called front wings and rear wings, which are attached to the front and rear parts of automobiles, are known. These front and rear wings are
When an automobile is traveling at high speed, this is provided to reduce the lift coefficient at the front and rear portions of the automobile to prevent the wheels from lifting up, thereby increasing the ground contact force of the wheels.

Further, in order to effectively exert the functions of the front and rear wings, it is preferable that the inclination angles of the front and rear wings with respect to the traveling direction of the automobile are continuously varied in accordance with the vehicle speed.

(Problem to be solved by the invention) However, if the target inclination angles of the front and rear wings are continuously varied according to the value of the vehicle speed, even if the vehicle speed changes slightly, this change will be followed. As a result, the target inclination angles of the front and rear wings will also be changed. Therefore, if the vehicle speed fluctuates within a small range, the front and rear wings are driven frequently and unnecessarily to match the actual tilt angle with the target tilt angle, and as a result, the operation of the control device is interrupted. It has a problem that makes it unstable.

This invention was made based on the above-mentioned circumstances,
The purpose of this is to maintain the target inclination angle of the air spoiler when the vehicle speed changes continuously when changing the target inclination angle of the air spoiler according to the vehicle speed, thereby eliminating the need for the air spoiler. An object of the present invention is to provide an air spoiler control device for an automobile that is not driven.

(Means for Solving the Problems) The air spoiler control device for an automobile according to the present invention includes a vehicle speed sensor that detects the vehicle speed when the vehicle is running, and a vehicle speed change detected by the vehicle speed sensor to determine the acceleration/deceleration of the vehicle. determining means for determining whether the vehicle is accelerating or decelerating when the respective predetermined values are exceeded; and acceleration-side setting means for setting a target inclination angle of the air spoiler in accordance with the vehicle speed when the vehicle is accelerating. , when the car is decelerating as described above,
A deceleration side setting means for setting a target inclination angle of the air spoiler according to the vehicle speed, and a driving means for driving the air spoiler so that the actual inclination angle of the air spoiler matches the target inclination angle set by the acceleration side and deceleration side setting means. It is composed of:

(Function) According to the air spoiler control device described above, when the acceleration/deceleration of the vehicle exceeds a predetermined value, it is determined whether the vehicle is actually accelerating or decelerating, and the vehicle is either accelerating or decelerating, the target inclination angle of the air spoiler is set based on the acceleration side setting means or the deceleration side setting means, and the actual inclination angle of the air spoiler is actually controlled. .

(Example) An embodiment of the present invention will be described below with reference to the drawings.

Referring to FIG. 1, a control system for front and rear air spoilers is shown with a pneumatic control circuit. Here, this pneumatic control circuit is for controlling a pair of front wings and a pair of rear wings, respectively, as a front air spoiler and a rear air spoiler.

First, to explain the pair of rear wings, these rear wings IL and IR are arranged side by side at the rear of the automobile, that is, at the trailing edge of the trunk lid, as shown in Fig. 2. There is. Here, the rear wings IL and IR have a shape similar to an upside-down main wing of an airplane, and the center and both ends thereof are rotatably attached to the support leg 2 via a rotation shaft. It is being

The rear wing IL is rotated about a rotation axis 3 by a drive means, and in the case of this embodiment, the drive means is arranged horizontally as shown in FIG. It is configured with an air cylinder 4L. The air cylinder 4L is a single-acting air cylinder with a built-in return spring, and the tip of its piston rod is connected to the rotating shaft 3 via a pair of links 5 and 6. Therefore, when the air cylinder 4L is expanded or contracted, the rear wing 1L is rotated about the rotation axis 3, thereby changing its inclination with respect to the traveling direction of the automobile. In addition, the drive means on the rear wing IR side is also
It is equipped with a driving means similar to that of the rear wing IL, and only its air cylinder 4R is shown in FIG.

Referring again to FIG. 2, left and right front wings 7L and 7R according to the present invention are arranged side by side on the lower front side of the automobile so as to correspond to the left and right rear wings IL and IR. These front wings 7L, 7
R has the same shape as the rear wings IL and IR, and is swingably supported on the vehicle body side via a pair of links. That is, one link is a bent link 8 whose lower end is connected to the center of the front wing 7L and whose upper end is connected to the vehicle body side, and the other link is
The lower end is connected to the rear of the front wing 7L, and the upper end is a drive link 9 similarly connected to the vehicle body side. As shown in FIG. 1, a piston rod of an air cylinder 10L is connected to the drive link 9 as a driving means for the front wing 7L, and as the air cylinder IOL expands and contracts, the front wing 7L is rotated without changing its inclination with respect to the running direction. At this time, the front wing 7L is rotated while being displaced in the front-rear direction.

The other front wing 7R can also be driven via the same support structure and drive means as the front wing 7L, and only the air cylinder IOR of the drive means is shown in FIG. There is.

The above-described pneumatic control circuit includes a high-pressure tank 11 that supplies compressed air to each air cylinder 4, 10. For example, 10 kg/crl of compressed air is stored in this high-pressure tank ll. A first supply pipe line 12 extends from the high pressure tank 1l, and branch supply pipe lines 13L, 13R, 14L, and 14R are branched from this first supply pipe line l2, and each branch supply pipe line are connected to the corresponding air cylinders 4L, 4R, 1OL, and IOR.

An air supply valve 15 consisting of a solenoid valve is inserted into each branch supply pipe, and an air supply valve 15 of each branch supply pipe is inserted.
A branch return pipe 16L. 16R
, 17L, and 17R extend, respectively. Exhaust valves 18 made of electromagnetic valves are inserted in each of these branch return pipes, and each branch return pipe is connected to a return pipe 19.

A low pressure tank 20 is connected to the return pipe l9,
This low pressure tank 20 is connected to the above-mentioned high pressure tank 11 via a connecting pipe line 21.

The pressure inside the low pressure tank 20 is approximately atmospheric pressure.

A pneumatic pump 22 is inserted into the connecting pipe 2l.

In the first supply pipe l2, a second supply pipe 23 is branched from a portion upstream of each branch supply pipe, and this second supply pipe 23 is further formed into a branch supply pipe. 24.25
It is branched into. An air supply valve 26 made of a solenoid valve is inserted into the second supply pipe line 23, located upstream of the branch supply pipe lines 24 and 25. Additionally, a branch supply line 24.
25 is a pair of re-branching pipes 27L, 27R, 28L, 2
8H, and re-branched pipe 27L.
, 27R has a strut type left and right front air suspension 29L. Connected to 29H.

On the other hand, the rebranching pipes 28L and 28R are connected to left and right rear air suspensions 30L and 30R, which are also strut type.

In the branch supply pipe line 24, the sub-branch pipe line 27L.
A vehicle height control valve 3l made of a solenoid valve is inserted upstream of 27R, and similarly, in the branch supply pipe 25, a height control valve 3l is inserted upstream of the re-branching pipes 28L and 28R. A vehicle height control valve 32 made of a solenoid valve is inserted at the same position.

The air suspensions 29 and 30 described above are capable of adjusting the height of the vehicle depending on the amount of compressed air supplied, and are equipped with shock absorbers whose damping force can be varied. Therefore, each air suspension 29.
30 incorporates a damping force switching actuator 33 for switching the damping force of the shock absorber.

In the branch supply pipe 25, an exhaust pipe 34 is branched from a portion upstream of the vehicle height control valve 32, and this exhaust pipe 34 is released to the atmosphere via an air cleaner 35. ing. A check valve 36, a dryer, and an exhaust valve 38 consisting of a solenoid valve are inserted in the exhaust pipe line 34 in this order from the upstream side.

Further, the exhaust pipe line 34 is provided with a bypass pipe line 39 that bypasses the exhaust valve 38.
9, an air compressor 40 is inserted.

On the other hand, the dryer 37 is connected to the high pressure tank 11 via a supply line 41, and a check valve 42 is inserted in this supply line 4l.

The front air spoiler control device of this invention is
As shown in FIG. 1, in order to control the operation of the front wing 7, a control unit 43 including a microcomputer and the like is provided. Therefore, signals from various sensors are input to the control unit 43, and the sensors that cooperate with the control unit 43 will be described below.

First, the high pressure tank l1 and the low pressure tank 20 are equipped with pressure sensors 44 and 45. The pressure sensor 44 is
When the pressure in the high pressure tank 11 becomes lower than a predetermined pressure, a signal thereof is supplied to the control unit 43. Then, the controller unit 43 drives the pneumatic pump 2 to supply compressed air from the low pressure tank 20 to the high pressure tank 11, and maintains the pressure in the high pressure tank 11 at a predetermined pressure or higher. On the other hand, when the pressure in the low pressure tank 20 becomes lower than a predetermined pressure, the pressure sensor 45 supplies a signal to the control unit 43, and the control unit 43 drives the pneumatic pump 2.
Compressed air is supplied from the low pressure tank 20 to the high pressure tank 1l, and the pressure inside the low pressure tank 20 is maintained below a predetermined pressure. Therefore, the air pressure necessary to drive the above-mentioned air cylinder is always stored in the high-pressure tank 11, while the pressure in the low-pressure tank 20 is such that the exhaust gas from the air cylinder is returned through the return pipe 19. The pressure is so low that it can be reliably returned to the low pressure tank 20 through the .

Incidentally, regardless of the driving of the pneumatic pump 22, if the pressure in the high pressure tank 11 cannot be maintained at a predetermined pressure or higher, the air compressor 40 is driven based on a command from the control unit 43, and thereby the air is removed from the outside air. Compressed air is supplied to the high pressure tank l1 via the air cleaner 35, air compressor 40, dryer 37, and check valve 42.

The automobile is equipped with a pair of vehicle height sensors 46 and 47. One vehicle height sensor 46 has the tip of its sensor link connected to the front lower arm 48 on the right side, while the other vehicle height sensor 47 has the tip of its sensor link connected to the left side of the lateral rod 49. connected.

That is, the vehicle height sensors 46 and 47 are arranged approximately diagonally on the vehicle body.

Signals from the vehicle height sensors 46 and 47 are input to the control unit 43, and based on these signals,
The control unit 43 controls the operation of the air intake valve 26, the vehicle height control valve 31, 32, and the exhaust valve 38. for example,
If the vehicle height at the front of the vehicle body is too low than a predetermined value, first the air intake valve 26 is opened based on the signal from the vehicle height sensor 46, and then the vehicle height control valve 3l is opened. become. Therefore, the compressed air from the high pressure tank 11 is transferred to the second supply pipe 23, the branch supply pipe 24, and further to the sub-branch pipe 27L.
, 27R, front air suspension 29
L and 29R, and the vehicle height at the front of the vehicle body is raised to a predetermined value.

Conversely, if the vehicle height at the front of the vehicle body is too high than the predetermined value, the exhaust valve 38 is opened and then the vehicle height control valve 31 is opened based on the signal from the vehicle height sensor 46. The compressed air in the side air suspensions 29L and 29R is exhausted, thereby lowering the vehicle height at the front of the vehicle body to a predetermined value. Note that the above-described operation regarding vehicle height adjustment is the same for the rear air suspensions 30L and 30R.

The control unit 43 also receives signals from an accelerator opening sensor 50, a brake switch 51, and various sensors 52 such as an alternator, parking brake switch, door switch, and shift switch. There is. Furthermore, in the driver's seat of a car,
A suspension control switch 53 is disposed, and the signal from this suspension control switch 53 is also
It is designed to be supplied to a control unit 43. The function of the suspension control switch 53 is to adjust the vehicle height step by step using the air suspension according to the driver's preference, and also to adjust the vehicle height in stages according to the driver's preference.
It is provided to vary the magnitude of the damping force of the shock absorber.

The control device of the present invention controls the aforementioned left and right rear wings IL and IR, as well as the left and right front wings 7.
Sensors are also provided to control the operation of L and 7H, that is, the rotation of these wings.

First, these sensors include rear wing IL,
Tilt angle sensor 54L for detecting the tilt of IR,
54R, and these tilt angle sensors 54L, 54R are
For example, it is composed of a linear potentiometer that detects the amount of expansion and contraction of the piston rod in the corresponding air cylinder 4. On the other hand, the inclination angle sensors 55L and 55R for detecting the inclination of the front wings 7L and 7H are also composed of linear potentiometers that detect the amount of expansion and contraction of the piston rod in the corresponding air cylinder 10. . Therefore, when signals from these inclination angle sensors 54 and 55 are supplied to the control unit 43, the control unit 43 controls each wing 1,
7 inclination angles can be calculated.

A lateral acceleration sensor, a so-called lateral G sensor 56, which detects lateral acceleration applied to the vehicle body and its direction is arranged in front of the center of gravity of the vehicle body. The signal is also input to the control unit 43. Furthermore, signals from a vehicle speed sensor 57 and a steering angular velocity sensor 58 that detects the operation angular velocity of the steering wheel and its direction when the steering wheel is operated are also input to the control unit 43. . Although the vehicle speed sensor 57 is shown as a speedometer in FIG. 1, it actually determines the vehicle speed from the number of rotations of the propeller shaft of the vehicle.

In order to simplify the drawing, the signal lines from the control unit to each actuator are omitted in FIG. 1.

Next, FIGS. 3 to 9 will be added to explain the control unit 4 regarding the front wings 7L and 7H of the present invention.
The control performed in step 3 will be explained.

FIG. 3 shows a main control flowchart for the front wing 7, and this main control flowchart consists of steps SL to step S4. In step SL, various initial conditions are set. In this step S1, the setting of various initial conditions will become clear from the description below.

When step Sl is executed, the process proceeds to step s2, and in this step S2, a rough road determination routine is executed.

This rough road determination routine is shown in the flowchart of FIG. 4, and this flowchart will be explained below.

Before the flowchart in FIG. 4 is executed, in step Sl described above, the averaging timer T1 addition value C, the rough road output flag RFLG, the rough road determination flag RSET, and the determination counter CNT are each set to 0. It is assumed that

First, in the flowchart of FIG. 4, step S201
, S202, and S203, it is determined at what level the current vehicle height is. That is, in the case of this embodiment, the vehicle height of the automobile is controlled by the suspension control switch 5 described above.
3, it is possible to switch to three stages: LN, NN, and HN, and these LN. NN and HN, as shown with diagonal lines in Figure 5, LN has a low vehicle height,
NN indicates medium vehicle height, and HN indicates high vehicle height.

Based on the signal from the suspension control switch 53,
The determinations in steps 8201, S202, and S203 are positive (
YES), the process proceeds from each step to corresponding steps S204, S205, and S206, and in these steps S204, S205, and S206,
Vehicle height LN determined in the previous step. Upper and lower limit values for rough road judgment are determined using NN or HN as a reference. For example, when the reference vehicle height is NN, in step S204, the upper limit value Hup and the lower limit value Hl of the vehicle height are determined.
o is set to HH and LL shown in FIG. 5, respectively. Further, if the reference vehicle height is HN, step S2
In 05, the upper limit value Hup and lower limit value Hlo of the vehicle height are set to EH and NL, respectively, and the reference vehicle height is set to L.
In the case of N, in step 8206, the upper limit value Hup and lower limit value Hlo of the vehicle height are set to NH and EL, respectively.

Note that if the determinations in steps S201, S202, and S203 are all negative (No), step S207
In this step, after NN is set as the reference vehicle height, the steps from step S201 described above are carried out again. Therefore, steps 8204, S205. When either step S206 is executed and the next step S208 is executed, the upper limit Hup and lower limit Hlo for the reference vehicle height have already been set.

Then, in step 8208, the aforementioned vehicle height sensor 4
7. In this case, the vehicle height H is read out based on the signal from the front wheel side vehicle height sensor 47, and the next step S20
9, S210, it is determined whether the vehicle height H is equal to or greater than EH, and whether the vehicle height H is equal to or smaller than EL, respectively. Step S
2 0 9. If the determination in S210 is positive, the process advances to step S211, and in this step S211,
The aforementioned rough road flag RFLG is set to 1. On the other hand, if the determinations in steps S209 and S210 are both negative, that is, the detected vehicle height H is
If it is between L, steps S212 and S213 are sequentially executed. In these steps S212 and S213, it is determined whether the vehicle height H is equal to the upper limit value Hup or the upper limit value Hup
Also, it is determined whether the vehicle height H is equal to a lower limit value Hlo or smaller than this upper limit value Hlo.

If the determinations in steps S212 and S213 are positive, step S214. The process advances to S215, and in step S214, the vehicle height switch HSW is set to 1,
On the other hand, in step S215, the vehicle height switch HSW is set to 0.
is set.

On the other hand, if the determinations in steps S212 and S213 are both negative, the process advances to step 8216, and in this step S216, the rough road flag RSET is set to 1.
It is determined whether or not it is set. In this case, since the initial value 0 is set in the rough road flag RSET, the determination in step 3216 is negative, and the process proceeds to the next step S217. In this step S217, the averaging timer T is incremented by a predetermined value CINT, and the process returns to step S201.
The steps from 201 onwards will be executed repeatedly. Therefore, as long as the determinations in steps S212 and S213 are both negative, in other words, even if the vehicle height H fluctuates, the value of the vehicle height H is set to the upper limit value Hu.
As long as it is between p and the lower limit Hlo, the averaging timer T
The values of are simply added.

Then, in either step 8212 or step S2]3, if the determination is positive, that is, the vehicle height H
is equal to the upper limit value Hup or exceeds the upper limit value Hup, or when the vehicle height H is equal to or smaller than the lower limit value Hlo, the process advances to step S218, and to step 8218. In the
It is determined whether the rough road determination flag RSET is 1 or not. Here, too, since the rough road determination flag RSET is still set to 0 as an initial value, the determination in step S217 is negative, and the steps are executed from step S219. That is, in step S219, the value of the count timer CTM is set to 0, and in the next step S220, the value of the vehicle height switch HSW is assigned to the accurator switch ASW. After that, in step S221, the rough road determination flag RSET
is set to 1, and at the same time, in step S221, the averaging timer T is reset to O, and in step S221, the averaging timer T is reset to O.
Return to 201. That is, as is clear from the above explanation,
The rough road determination flag RSET is set to 1 only when the vehicle height H reaches or deviates from the boundary of the region between the upper limit Hup and the lower limit Hlo, and
From this point on, the averaging timer T is newly counted, and whether the vehicle height H has deviated from the upper limit Hup or the lower limit Hlo is stored in the accumulator switch ASW.

In this case, the vehicle height H is set to the lower limit value H as shown in FIG.
If lo is crossed at time X, step S224
In this case, the value set in step S215, that is, -0 is set in the accumulator switch ASW. After this, when the steps from step S201 described above are repeatedly performed, the vehicle height H is lowered to the lower limit value H.
As long as it does not return to between lo and the upper limit Hup, the determination in step S213 will be positive, so this step S21
3, step S218 is executed via step S215. When this step 8218 is executed, the value of the rough road flag RSET has already been set to l, so the determination at step 3218 becomes positive for the first time, and the process proceeds to the next step S223, where this step S22
In step 3, it is determined whether the value of the accumulator switch ASW is equal to the value of the vehicle height switch HSW. In this case, as is clear from the above explanation, the value of the accumulator switch ASW and the value of the vehicle height switch HSW are both 0, so the determination in step S223 is positive.
The next step S224 will be executed. In this step S224, the value of the count timer CTM is incremented by the predetermined value CINT mentioned above, and then the process proceeds to step S225. In step S225, it is determined whether the value of the averaging timer T has reached a predetermined time Ts. As shown in FIG. 6, this predetermined time Ts is set to a sufficiently long period of time with respect to the fluctuation period of the vehicle height H when the vehicle runs on a rough road. In step S221, the rough road determination flag RS
Immediately after ET is set to 1 and the averaging timer T is reset to 0 in step S222, the determination in step S225 becomes negative. Therefore,
The process returns from step S225 to step S217, and the steps from step S217 to step S201 and subsequent steps are repeated. Therefore, from time point X shown in FIG. 6 to time point Y when the vehicle height H reaches the lower limit value Hlo again, steps S213, 8215,
Since the path passing through S21B, S223, S224, S225, and 3217 is repeatedly executed, the elapsed time from time point X is measured by the averaging timer T and the count timer CTM.

Then, the vehicle height H changes from the point Y to an upper limit Hop and a lower limit Hl.
In this case, step S212
, S213 are all negative, so step 82
In step S216, it is again determined whether the value of the rough road determination flag RSET is 1.

In this case, since the determination in step S216 is positive, the process proceeds to step S224, where the count timer CTM continues measuring the elapsed time, and the count timer CTM continues measuring the elapsed time.
By returning to step S217 via step S217, the averaging timer T continues measuring the elapsed time.

Then, as shown in FIG. 6, when the vehicle height H reaches time point Z, the determination in step S212 becomes positive, so in this case, the value of the vehicle height switch HSW is set to 1. After that, the process goes to step s223 via step 8218, but in this case, the value of the accumulator switch ASW is set to 0, which indicates the previous vehicle height state, so at this point, , the determination in step S223 is negative, and as a result, the route from step 8226 to step S231 is executed for the first time. That is, in step S226, the value of the accumulator switch ASW is changed to the vehicle height switch H.
Since the value of SW is substituted, in this case, the value of accumulator switch ASW is replaced from 0 to 1. Then, in the next step S227, it is determined whether the value of the count timer CTM is smaller than the predetermined time TO. That is, if the elapsed time from time point X measured by the count timer cTM is smaller than the predetermined time TO, the determination in step s227 is positive;
Proceeding to step 8228, in this step S228, the addition value is set to 1, while in step 8228
If the determination in step S229 is negative, the process advances to step S229, where the additional value C is set to 0. After this, in step S231, the value of the counter timer CTM is reset to 0, and then in step S231
At this point, the value of the determination counter CNT is incremented by the addition value C, and the process proceeds to step S225.

As described above, when the steps up to step S225 are executed, until the determination in step S225 becomes positive, that is, in step S221, the rough road determination flag R is set for the first time.
During the period from when SET is set to 1 until the predetermined time Ts has elapsed, the vehicle height H reaches the upper limit Hup or the lower limit H.
Among the number of times in the period from exceeding lo to the next exceeding the lower limit value Hlo or upper limit value Hup, the number of times shorter than the predetermined time TO is counted as the value of the determination counter CNT.

Then, when the determination in step S225 is positive, the next step S232 is executed, and in this step S232, it is determined whether the value of the determination counter CNT is equal to or larger than the predetermined value C set. It is determined whether or not. If the determination in step S232 is positive, it is determined in step S233 that the vehicle is traveling on a rough road, and the rough road output flag RFLG is set to 1.
On the other hand, if the determination in step S232 is negative, it is determined that the road surface is not a rough road, and the process proceeds to step 234. After the rough road output flag RFLG is set to 0, the next In step S235, the value of the rough road determination flag RSET is reset to zero. Then, from step S233 or step S235, the process advances to step 8236, in which the value of the determination counter CNT is also reset to 0, and then the process returns to step S222 described above, where the value of the averaging timer T is set to 0. It will be reset to

As is clear from the above explanation, if the value of the judgment counter CNT counted during the predetermined time Ts is larger than the predetermined value Cset, the value of the rough road output flag RFLG is maintained at l in step S233. Further, if the value of the determination counter CNT is smaller than the predetermined value C set, the rough road output flag RFL is set in step S234.
The value of G becomes 0. That is, the predetermined time Ts is a determination time when determining whether or not the road is rough, and is also a retention time of the rough road output flag RFLG.

In the aforementioned rough road determination routine S2, the predetermined time T
By setting O and Ts appropriately, it is possible to reliably determine whether the road is rough, even if the period of the unevenness of the road surface is short, or if the period of the unevenness of the road surface is long, such as a undulating road. .

In the rough road determination routine S2, when the condition of the road surface on which the vehicle is traveling is determined, in the next routine S3,
Target inclination angles for the rear and front wings 1 and 7 are set. This routine S3 is executed according to the flowchart shown in FIG. 7, and this flowchart will be explained below.First, in step S301 of the flowchart shown in FIG. The speed V is read out, and the next step S
At 302, the actual vehicle speed V and the stored vehicle speed VM stored in the memory are compared. Here, the memorized vehicle speed VM is
In the initial setting in the previous step S1, it is set to Okm/h. Therefore, immediately after the vehicle starts running, the actual vehicle speed V is greater than the stored vehicle speed VM, so the process advances from step S302 to step S303.
In this step S303, it is determined whether the vehicle is accelerating or not, that is, the vehicle speed dead zone VHO is equal to the set value VHS.
It is determined whether it is equal to or not. In this case, vehicle speed dead zone V
HO and its set value VHS are also each set to, for example, 5 km/h in step Sl.

Therefore, the determination in step S303 at this point is positive, and the process advances to the next step S304, where the value of the actual vehicle speed V is substituted into the stored vehicle speed VM. Then, in the next step S305, the calculated vehicle speed vW used when calculating the target inclination angles of the front and rear wings 7.1 is determined based on the following formula, and if the calculated vehicle speed vW is a positive value. It is determined whether or not to take it.

VW = V-VO -VHO>0 Here, vO is the target inclination angle θ, as is clear from the relationship between the actual vehicle speed V and the target inclination angle θW shown in FIG.
It shows the minimum actual vehicle speed when starting W control.

If the determination in step S305 is negative, step 8
In step S306, the front and rear wings 7. 1 target inclination angle θWF,
θWR are each set to 0°.

On the other hand, if the determination in step 8306 is positive, the process advances to step S307, and in this step S307,
In step S2 described above, the rough road output flag RFLG is
It is determined whether or not is set to 1. If the determination in step S307 is negative, the next step 5
At 308, the target inclination angle θW of the front wing 7
F is calculated based on the following formula.

6JWF=VW −KF Here, KF is a proportionality constant, specifically, the 8th
As shown in the figure, the calculated vehicle speed vW and the target inclination angle θ
Acceleration line La and deceleration line Ld expressing the relationship with W
It shows the slope of Therefore, in this case, step S3
Since the vehicle speed dead zone VHO equal to the set value VHS is taken into consideration in the calculated vehicle speed VW determined in step 05, the target inclination angle θW is calculated based on the acceleration line La in FIG.

In the next step S309, the target inclination angle θWR of the rear wing 1 is calculated based on the following equation.

θWR=VW-KR Here, KR is also a proportional constant, but the value of KR may be set equal to the value of KF, or the proportional constants KR and KF may be set to be different. good. Also,
In this case, the target inclination angle θWR of the rear wing 1 is also
It will be calculated based on the acceleration line (not shown).

As is clear from the above description, the front and rear wings 7. The target inclination angle θW of 1 is always determined from the acceleration line.

The steps described above are then performed iteratively, and
In the determination in step S302, if the actual vehicle speed V becomes smaller than the stored vehicle speed VM, in this case, step S302 is determined.
The process advances to step 310, and in step 3310, it is determined whether the vehicle speed dead zone VHO is equal to zero. In this case, immediately after the car decelerates from the first time it starts running, the vehicle speed dead zone V}10 is still equal to the set value VHS and is not 0. Therefore, the determination in step 8310 is negative, and the next step S311 is executed. In this step S311, it is determined whether the deviation between the stored vehicle speed VM and the actual vehicle speed V is larger than the set value VHS of the vehicle speed dead zone VHO. That is, in step 8311, it is determined whether the actual vehicle speed V has been decelerated to exceed the set value VHS. If the determination in step S311 is negative, the process advances to step 8307.
Since subsequent steps are executed, therefore, step S
As long as the determination in step 307 is negative, the previously determined calculated vehicle speed VW is used to proceed to step 8 3 0 8, 3
309 will be executed, so the front and rear wings7. The target inclination angles θWF and θWR of 1 will be maintained at their previous values.

On the other hand, if the determination in step s311 is positive, that is, if the actual vehicle speed V exceeds the set value VHS and is decelerated, the process advances to step s312, and this step S
At step 312, the vehicle speed dead zone VHO is set to 0, and the steps after step 8304 are executed. In this case, with respect to the calculated vehicle speed VW determined in step 3305, since the vehicle speed dead zone VHO is 0, this vehicle speed dead zone VHO is not taken into account. Therefore, as is clear from FIG. 8, the calculated vehicle speed Vw in this case is a value calculated based on the vehicle speed Vo, so the subsequent step 8308, S309
The target inclination angles θWF and θWR of the front and rear wings 7, 1 determined in are determined based on the deceleration line Ld shown in FIG.

After this, when the actual vehicle speed V is further decelerated, the vehicle speed dead zone VH
Since 0 has already been set in O, step S31
A determination of 0 is always positive, therefore step S304
By performing the following steps, the front and rear wings7. The target inclination angles θWF and θWR of 1 are determined based on the deceleration line Ld.

On the other hand, when the car is accelerated from a decelerated state, in this case, the process advances from step S302 to step S303;
In this case, immediately after transitioning from deceleration to acceleration,
Since the value of the vehicle speed dead zone no is 0, the determination in step S303 is negative, and therefore the next step S313 is executed. This step S31
3, it is determined whether the deviation between the actual vehicle speed V and the stored vehicle speed VM is larger than the set value VHS of the vehicle speed dead zone VHO. If the determination in step S313 is negative, the process proceeds to step S307, where the target inclination angles θWF and θWR of the front and rear wings 7, 1 are maintained at the previous values determined based on the deceleration line Ld. will be done.

On the other hand, if the determination in step S313 is positive, that is, if the actual vehicle speed V has been accelerated to exceed the set value VHS, step S314 is executed. In this step S314, the set value VHS is set in the vehicle speed dead zone 10.
After is set again, the steps after step S304 will be executed. Therefore, step S305
Since the vehicle speed dead zone VHO to which the set value VHS is substituted is taken into account in the calculated vehicle speed VW obtained in step S309, in this case, the target inclination angle of the front and rear wings 7, 1 obtained in steps 8308 and S309 θWF,
θWR will be determined based on the acceleration line La again.

Summarizing the above explanation, in the flowchart of Figure 7,
When acceleration or deceleration is performed such that the deviation between the actual vehicle speed V and the stored vehicle speed VM exceeds the set value VHS, the target inclination angles θWF and θWR of the front and rear wings 7 and 1 are set based on the acceleration and deceleration lines La and Ld. Although it is variable,
However, while the deviation is within the range of the set value VHS, the target inclination angles θWF and θWR of the front and rear wings 7, 1 are maintained at their previous values.

Furthermore, in the above description, the determination in step S307 is always negative, but if the determination in step S307 is positive, that is, in the previous step S2, the rough road output flag RFLG is set to 1. is set, the process advances to step S315 and this step S3
15 is executed.

That is, in this step S315, the front wing 7
The target inclination angle θWF is set to 0°, and the next step S309 is executed, bypassing step 8308.

7. Front and rear wings as described above.
Once the target inclination angles θWF and θWR of 1 are determined, the wing drive routine in step S4 is then executed according to the flowchart shown in FIG. The flowchart in Fig. 9 is based on the front wing 7
This shows the drive routine for rear wing 1.
The driving routine can also be executed using a similar flowchart.

Furthermore, since this driving routine for the front wing 7 is for driving the left and right front wings 7L, 7R together, in the following explanation, the left and right front wings 7L, 7R will be referred to as one front wing. This will be explained as 7.

In the flowchart of FIG. 9, first, step S401
At this point, the actual elevation angle of the front wing 7, that is, the actual inclination angle θF is read out. Here, this actual inclination angle θF
As described above, is calculated in the control unit 43 based on the signal from the tilt angle sensor 55.

Thereafter, in step S402, the magnitude relationship between the target inclination angle θWF and the actual inclination angle θF of the front wing 7 is determined.

Here, when θF<θWF-α is satisfied, it is determined that the actual inclination angle θF of the front wing 7 is too small than its target inclination angle θF, and the process proceeds to step S403, and when θF>θWF+α is satisfied, the front wing 7 It is determined that the actual inclination angle θF of the wing 7 is too larger than its target inclination angle θWF, and the process proceeds to step S404. Then, none of these conditions are satisfied, and θWF+α≧θF≧
When the condition θWF-α is satisfied, it is determined that the actual inclination angle θF of the front wing 7 substantially matches the target inclination angle θWP, and the process proceeds to step S405.

Note that α is a constant, and indicates a dead zone for determination in step S402 when controlling the operation of the front wing 7, that is, a hysteresis width.

When step S403 is executed, the air intake valve l5 of the front wing 7 shown in FIG. 1 is opened. As a result, the piston rod of the air cylinder 10 is extended, and the front wing 7 is rotated so that its actual inclination angle θF matches the target inclination angle θWF, that is, in a direction that increases the actual inclination angle θF. .

On the other hand, when step S404 is executed, the exhaust valve 18 on the front wing 7 side is opened. As a result, the piston rod of the air cylinder 10 is contracted, so that
The front wing 7 is rotated so that its actual inclination angle θF matches the target inclination angle θWF, that is, in a direction that reduces the actual inclination angle θF.

On the other hand, if step S405 is executed instead of steps 3403 and S404, this step S405
In this case, both the air supply valve 15 and the exhaust valve l8 are closed, and therefore, the rotation of the front wing 7 is stopped, and the actual inclination angle θL of the rear wing 1L is maintained at that value.

This invention is not limited to the embodiments described above, but can be modified in various ways. For example, in the embodiments described above, the front and rear wings 7 of the present invention are applied to an automobile equipped with an air suspension. 1, air cylinders 10 and 4 were used to drive these wings, but as shown in Fig. 10, ordinary suspensions 60L and 60L, each consisting of a coil spring and a shock absorber, were used to drive these wings. 60R, 61L,
When 61R is used on both the front and rear sides, an electric motor can also be used as the drive source for the rear wing l and the front wing 7. That is, when looking at one front wing 7L, the rotation of the output shaft of the electric motor 66L is converted into the rotation of a rotary plate 63, and this rotary plate 63 converts the rotation of the front wing 7L. Rotated in a plane parallel to the plane. A drive arm 64 that rotates together with the rotary plate 63 protrudes from the periphery of the rotary plate 63, and the tip of the drive arm 64 is connected to the drive link 9 via a connecting link 67. Therefore, even with such a driving means, the actual inclination angle of the front wing 7L can be varied by driving the electric motor 66L. Also, regarding the other front wing 7R,
Although not shown, an electric motor can be used and driven by a similar mechanism.

On the other hand, for one rear wing IL, the rotation of the output shaft of the electric motor 62L is converted into the rotation of a rotary plate 63, and a drive arm 64 extending from the periphery of the rotary plate 63 is rotatably connected to the tip of the rear wing IL. On the other hand, the rear part of the rear wing IL is supported with respect to the vehicle body via a rotatable support arm 65. Therefore, even with such a driving means, the actual inclination angle of the rear wing IL can be varied by driving the electric motor 62L. Further, the other rear wing IR also uses an electric motor 62R and is driven by a similar mechanism.

In the case of the embodiment shown in FIG. 10, since an electric motor is used, the inclination angle sensors 68L and 68R that detect the actual inclination angles of the rear wings IL and IR are composed of rotary type potentiometers. Furthermore, the tilt angle sensor 69 on the front wing 7 side is also composed of a rotary type potentiometer. Although only one side of the front wing is shown in Figure 10,
Of course, there are a pair of left and right ones.

In the case of the embodiment shown in FIG. 10, the operation of the front wing 7 will be explained with reference to the flowchart shown in FIG. The electric motor 66 is reversed, and in step S405, the electric motor 6
6 will be stopped.

(Effects of the Invention) As explained above, according to the air spoiler control device of the present invention, when the acceleration/deceleration of the vehicle speed exceeds a predetermined value, it is determined that the vehicle is accelerating or decelerating. Then, since the target inclination angle of the air spoiler is set based on the vehicle speed only when the vehicle is accelerating or decelerating, depending on the acceleration state and deceleration state, the actual inclination angle of the air spoiler is equal to the target inclination angle. It is only when the vehicle is accelerating or decelerating that it is actually driven to match. Therefore, the control device 4 of this invention. According to the above, even if the vehicle speed fluctuates within the predetermined value, the air spoiler is not driven unnecessarily, so that the operation of the control device is stable.

[Brief explanation of drawings]

FIG. 1 to FIG. 9 show one embodiment of the present invention.
The figure is a pneumatic control circuit diagram including a front wing control device, FIG. 2 is a perspective view of an automobile equipped with left and right front wings, FIG. 3 is a flowchart showing the main routine of the control device, and FIG. 4 is a flowchart showing a rough road determination routine, FIG. 5 is a diagram showing three reference levels of vehicle height, and FIG. 6 is a diagram showing changes in output from a vehicle height sensor.
FIG. 7 is a flow chart of a routine for setting the target tilt angle of the front wing, FIG. 8 is a diagram showing the relationship between vehicle speed and target tilt angle to explain the flow chart of FIG. 7, and FIG. 9 is a diagram showing the relationship between vehicle speed and target tilt angle. FIG. 10, a flowchart showing a front wing drive routine, is a schematic diagram of a control device in a front wing showing another embodiment of the present invention. LL, IR...Rear wing (air spoiler), 7L
,7R...Front wing (air spoiler), 10
1,, IOR...air cylinder (driving means), 43.
...control unit), 46...vehicle height sensor,
57...Vehicle speed sensor.

Claims (1)

[Claims] Attached to at least one of the front and rear of an automobile,
In an air spoiler whose inclination angle with respect to the direction of travel of the vehicle can be varied, when the vehicle is traveling, a vehicle speed sensor detects the vehicle speed, and from changes in vehicle speed detected by this vehicle speed sensor, the acceleration/deceleration of the vehicle is determined to exceed a predetermined value. determining means for determining whether the automobile is accelerating or decelerating when the automobile is accelerating; In order to make the actual tilt angle of the air spoiler match the target tilt angle set by the acceleration side and deceleration side setting means, the air spoiler 1. An air spoiler control device for an automobile, comprising: a driving means for driving the air spoiler.