JPH1134936A - Rear spoiler device for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a rear spoiler device capable of obtaining a sufficient straightening effect and an inverse lift and securing travel stability. SOLUTION: This rear spoiler device is provided with a wing 51 supported on a body rear section rotatably in the vertical direction centering on the rotary axis along the car width direction and extended in the car width direction, a vane 55 arranged to face the front edge 51c of the wing 51 supported on the body rear section movably in the approaching/separating direction to/from the front edge 51c of the wing 51, accelerating the air flow guided into the gap with the wing front edge 51c, and outwardly guiding it along the lower face of the wing 51, and a drive device rotating the wing 51 and moving the vane 55 in the approaching/separating direction to/from the front edge 51c of the wing 51. The wing 51 is rotated by the drive device to efficiently obtain an inverse lift, the vane 55 is moved in the approaching/separating direction to/from the front edge 51c of the wing, and the air flow in the gap with the lower face 51b of the wing 51 is straightened to secure travel stability.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rear spoiler for a vehicle which is provided at a rear portion of a vehicle body of a vehicle to improve running stability.

[0002]

2. Description of the Related Art Conventionally, a rear spoiler for an automobile has been designed to reduce running resistance by rectifying an airflow at the rear of a vehicle body and to improve running stability by generating a reverse lift (downforce) by utilizing the airflow. Is being developed.

As a prior art of a rear spoiler device for an automobile provided at a rear portion of a vehicle body, for example, Japanese Unexamined Patent Publication No.
No. 281.

A rear spoiler apparatus disclosed in this prior art is a rear spoiler apparatus for supporting a wing having a wing cross-sectional shape above a stay fixed to a rear portion of a vehicle body. An extended first wing and a second wing supported behind the first wing so as to be movable in the longitudinal direction of the vehicle body. The first wing and the second wing form a variable wing cross section. In addition to obtaining the rectification effect of the wing, the wing section itself is changed to obtain a reverse lift without increasing the air resistance of the wing.

More specifically, the first wing is fixed to the rear upper surface of the vehicle body, and the second wing is moved along the upper surface of the first wing. The second wing is superimposed on the first wing. In this state, the wing angle at which the drag coefficient of the wing is minimized is set, and the second wing is moved rearward with respect to the first wing to change the wing cross section to increase the reverse lift.

On the other hand, the rear end of the first wing and the front end of the second wing are hinged to each other, and a rectifying effect is obtained in a state where the second wing is superimposed on the first wing, so that the second wing can be rectified. In some cases, the reverse lift is increased by inverting the first wing in conjunction with the backward movement and changing the wing cross-section so that the first wing and the second wing become a continuous plane. These switchings are performed by a command signal from a manual switch or a command signal from a vehicle speed detector.

[0007]

According to the prior art described above, by providing the first wing and the second wing moving behind the first wing, a rectifying effect by the wing is obtained and the wing section itself is obtained. Can be changed to obtain a reverse lift.

However, the continuous portion between the first wing and the second wing is not smooth, and a sufficient rectifying action cannot be obtained, and separation of the air flow on the lower surface of the wing, that is, turbulent flow is generated and the running resistance is reduced. And it is difficult to secure a sufficient reverse lift, and a sufficient rear spoiler function may not be achieved.

On the other hand, in the latter case, since the first wing is reversed during running, the drag coefficient is rapidly increased and the running resistance is rapidly changed, which may hinder the securing of running stability. is there.

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a rear spoiler for an automobile, which can obtain a sufficient rectifying effect, a reverse lift, and secure running stability.

[0011]

According to a first aspect of the present invention, there is provided a rear spoiler for an automobile, which is provided at a rear portion of a vehicle body and has a driving device for rotating a wing. A wing extending in the vehicle width direction supported at the rear of the vehicle body so as to be rotatable about an axis;
The wing is positioned opposite to the front edge of the wing, and is supported by the rear of the vehicle body so as to be movable in the direction of contact and separation with respect to the front edge of the wing. And a drive device for rotating the wing and moving the vane.

Accordingly, the wing is rotated by the driving device to efficiently obtain the reverse lift, and the vane is moved in the direction of approaching and separating from the leading edge of the wing, thereby accelerating and rectifying the air flow on the lower surface of the wing. As a result, running stability is ensured while reducing running resistance.

According to a second aspect of the present invention, the first aspect of the present invention is embodied so as to efficiently achieve the first aspect of the present invention. Thus, the air flow on the lower surface of the wing is accelerated by gradually decreasing the air flow from the upstream to the downstream, thereby further improving the reverse lift.

According to a third aspect of the present invention, the vane includes:
The rectification effect is improved by moving away from the front edge of the wing with an increase in the head-down angle of the front edge of the wing with respect to the horizontal direction due to the rotation of the wing.

According to a fourth aspect of the present invention, the wing comprises:
The vane is rotated so that the head lowering angle of the wing leading edge with respect to the horizontal direction is gradually increased with increasing vehicle speed, and the vane is gradually separated from the leading edge of the wing with increasing vehicle speed. The reverse lift corresponding to the vehicle speed is secured.

According to a fifth aspect of the present invention, the wing rotates so that the head-down angle of the leading edge of the wing increases in a full brake state, and the vane gradually separates from the leading edge of the wing. By configuring
The reverse lift force during braking is ensured to increase the contact force on the road surface, thereby improving running stability.

According to a sixth aspect of the present invention, there is provided a driving device, comprising: an actuator; wing driving means for converting the driving force of the actuator into wing rotation power and transmitting power to the wing; And a vane driving means interposed between the wing and the vane for interlocking the rotation of the wing and the rotation of the vane.

According to a seventh aspect of the present invention, the wing driving means is embodied in the sixth aspect of the present invention, wherein the wing driving means is rotatably supported on a rear portion of the vehicle body by a support shaft and is rotated by an actuator. A kinematically driven sector gear, and a joint that operatively connects the support shaft and the wing that are interlocked with the sector gear, wherein the vane driving unit is connected to the vehicle body via a joint that is mounted and supported at the rear of the vehicle body. A vane arm supported by a rear portion and having a vane coupled to a tip thereof; and a connecting rod rotatably connecting a base end of the vane arm and an output portion swinging by a sector gear. .

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a rear spoiler for a vehicle according to the present invention will be described below with reference to the drawings.

FIG. 1 is a plan view of an automobile 1 in which a rear spoiler device according to the present embodiment is provided, FIG. 2 is a side view thereof, and FIG. 3 is a main part viewed from an arrow A direction in FIG. FIG. 4 is a side view, and FIG. 4 is a sectional view of a main part.

The rear spoiler device is provided on the rear upper surface of the vehicle 1, for example, on the upper surface of the trunk lid 2, and is provided with a first driving device 11 and a second driving device disposed opposite to both ends of the trunk lid 2 in the vehicle width direction. 21, a cover 31 that covers both of the driving devices 11 and 21, a pair of wing support portions 41 and 42 provided on the cover 31, and held by the wing support portions 41 and 42, and is rotationally driven by the driving devices 11 and 21. It has a spoiler section 10 having a wing body 50 composed of a wing 51 and a vane 55 as a main section, and control means 65 described later for controlling the operation of the spoiler section 10.

First, the spoiler unit 10 will be described. The first drive unit 11 gradually moves toward one side end of the trunk lid 2, for example, the left side end, through the first bracket 12 to the center in the vehicle width direction. First support member 1 having a substantially triangular shape in a side view, which is provided so as to be inclined to the side.
Three.

The first support member 13 has a side view in FIG.
5 has a pair of substantially triangular side plates 13a opposed to each other as shown in the cross section along the line BB of FIG. 5, and has wing driving means for connecting the actuator 16 and the wing 51 so as to be able to transmit power. I have.

The wing driving means will be described. The sector gear 15 is supported by a support shaft 14 rotatably mounted between the upper ends of both side plates 13a, and the sector gear 15 has an output portion 15a projecting substantially L-shaped. And driven to rotate by the actuator 16.

The actuator 16 includes, for example, an electric motor 16a rotatable forward and backward, a worm 16b rotatably driven by the electric motor 16a.
Worm wheel 16c meshing with this worm 16b
And an output gear 16d provided on the worm wheel 16c and meshing with the sector gear 15.

A description will be given of the vane driving means interposed between the wing 51 and the vane 55 to link the rotation of the wing 51 and the rotation of the vane 55. The vicinity of the lower ends of both side plates 13a of the first support member 13 will be described. Spindle 1 installed between
7 is provided with a ball joint 17a, and the outer race of the ball joint 17a is provided with a first vane arm 18a.
Near the base end 18a of the ball joint 1
7a, the vicinity of the base end 18a of the first vane arm 18 is rotatably supported by the support shaft 17 and the sector gear 15
A first connecting rod 19 is rotatably provided between the distal end of the output portion 15a and the base end 18a of the first vane arm 18 via a ball joint 19a.

In the figure, reference numeral 20a denotes a limit switch attached to the cover 31, which is a sector switch.
It is configured to operate by a cam 20b provided on the cam 5 to detect a turning position of the sector gear 15 corresponding to a turning position of a wing 51 described later.

As shown in FIG. 4, the second drive device 21 gradually moves toward the center in the vehicle width direction as it moves upward through the second bracket 22 to the other side end of the trunk lid 2, for example, the right side end. The second support member 23 has a substantially triangular shape in a side view and is provided so as to be inclined.

The second support member 23 has a side view in FIG.
8 has a pair of substantially triangular side plates 23a opposed to each other as shown in the cross section taken along the line CC of FIG. 8, and is interposed between the wing 51 and the vane 55 to rotate the wing 51 and the vane 5.
There is provided a vane driving means for interlocking the rotation of the vane 5.

The vane driving means has a lever 25 to which one end 25a is fixedly attached to a support shaft 24 rotatably mounted between the upper ends of both side plates 23a.

Then, both side plates 23a of the second support member 23
The vicinity of the base end 28a of the second vane arm 28 is swingably supported via a ball joint 27a on a support shaft 27 provided between the lower end of the lever 25 and the other end 25b of the lever 25 and the second vane arm. A second connecting rod 29 is swingably mounted between the base rod 28 and a base end 28a of the second 28 via a ball joint 29a.

The cover 31 for covering the first driving device 11 and the second driving device 21 is made of reinforced plastic (FRP), and extends between the first driving device 11 and the second driving device 21 so as to cover the trunk lid 2. The base 32 is disposed on the upper side, and the stop lamp 3 is provided at the center, and the first side driving device 11 and the second side driving device are erected from both ends of the base 32 in a substantially C-shape as viewed from the rear as shown in FIG. A pair of stay portions 33 and 34 which cover the drive device 21 and are opposed to each other are provided.

As shown in FIG. 4, plate-like wing support portions 4 opposed to each other are provided at the upper ends of the stay portions 33 and 34, respectively.
1 and 42 are provided, and the wing support portions 41 and 42 include:
Each end 52 of the wing 51 is rotatably supported via a bearing 46, and each end 52 of the wing 51 is
Are joints arranged coaxially with the rotation axis of the wing 51 along the vehicle width direction, for example, a universal joint 48.
Are connected to the support shafts 14 and 24 of the first drive device 11 and the second drive device 12 via a power supply, respectively.

Further, each of the wing support portions 41 and 42 has
As shown in FIG. 10 and FIG. 11 along the line DD in FIG.
The first driving device 11 and the second driving device 21 are centered on the ball joints 17a and 27a, and are connected to the first vane arms 18 from the ball joints 17a and 27a.
And an arc-shaped guide groove 4 having a radius substantially the same dimension as the separation distance to the distal ends 18b, 28b of the second vane arm 28.
3, 44 are formed.

A bearing 54 is provided in each of the guide grooves 43 and 44.
Can move along the guide grooves 43 and 44 through the vanes 5.
5 are movably supported at the respective end portions 55a, and the distal ends of the vane support shafts 56 are respectively connected to the distal ends 18b, 28b of the first vane arm 18 and the second vane arm 28. Respectively.

Then, the electric motor 16a of the actuator 16 is driven to rotate, and the sector gear 15 is rotated via the worm 16b, the worm wheel 16c, the output gear 16d, and the like, thereby being rotated integrally with the sector gear 15. Support shaft 14 and universal joint 4
8, the wing 51 is rotated about the ball joint 17a via the output portion 15a projecting from the rotating sector gear 15, the first connecting rod 19, and the like. On the other hand, the support shaft 24 of the second driving device 21 protruding from the rotating wing 51, the lever 25 fixed to the support shaft 24, and the second connecting rod 29
The second vane arm 28 is rotated about the ball joint 27a via the like.

With the rotation of the first vane arm 18 and the second vane arm 28, these arms 18 and 28
The vanes 55 fixed to the distal ends 18b and 28b are guided and supported by bearings 54 so as to move along the guide grooves 43 and 44 and rotate.

As shown in FIG. 11, the cross-sectional shape of the wing 51 of the wing body 50 is such that the upper surface 51a is substantially flat and the lower surface 51b has an arc-like front edge 51c to a rear edge 51d.
As it moves to the side, it is formed in a bulging shape so as to gradually approach the upper surface 51a, and is formed so that the curvature of the lower surface 51b is larger than the curvature of the upper surface 51a.

On the other hand, the sectional shape of the vane 55
a is curved along the lower surface of the front edge 51c forming the wing 51, and the front edge 55c is arc-shaped,
It is formed in a substantially curved ball shape.

The gap between the leading edge 51c of the wing 51 and the upper surface 55a of the vane 55, which oppose each other, gradually decreases in the direction of air flow, and the air flow introduced into this gap is accelerated to accelerate the wing 51. It is formed so as to guide and flow along the lower surface 51b.

The wing body 50 composed of the wing 51 and the vane 55 is driven by the first driving device 11 and the second driving device 21 in accordance with the vehicle speed and the like by the control means 60 described later, for example, as shown in FIG. 12 (A),
The state is controlled so as to be switched to three states of a first position I, a second position II, and a third position III shown in (B) and (C).

At the first position I, the wing body 50 is in front of the wing body 51 at an angle of the upper surface 51a of the wing 51 with respect to the horizontal direction, that is, the so-called wing angle .theta. 51c is slightly inclined downward, and the vane 55 is
The relative position is controlled and maintained such that the lower surface 55b of the vane 55 and the lower surface 51b of the wing 51 are smoothly continuous with or approaching the lower surface of the front edge 51c.

At the second position II, as shown in FIG. 12B, the wing angle θ is about 12 ° and the front is downward, that is, the front edge 51c is lowered and the wing 5
1 is inclined and the vane 55 is the leading edge 51 of the wing 51
The air flow introduced from the gap between the wing 51 and the vane 55 at a distance from the lower surface of the wing 51 is accelerated and guided and rectified along the lower surface 51b of the wing 51.

In the third position III, FIG.
As shown in FIG. 5, the wing 51 is greatly inclined by lowering the front edge 51c such that the wing angle θ is about 22 ° and the front is downward, and the vane 55 is sufficiently separated from the front edge 51c of the wing 51. , Wing 51 and vane 5
5 is maintained so as to accelerate the airflow introduced from the gap with the wing 5 and guide and rectify the airflow along the lower surface 51 b of the wing 51.

As shown in the block diagram of FIG. 13, the control means 60 is disposed in the vehicle interior and operates the rear spoiler section 10 automatically in an automatic mode based on the vehicle speed or the like, or in accordance with a preference. Select switch 61 for selectively switching to a manual mode for enabling manual operation as required, such as at the time of car washing and car washing, a vehicle speed detection switch 62 built in a speedometer, operation of a brake, especially a full brake state, for example, a predetermined level or more Brake operation detection switch 63 for detecting the amount of depression of the brake pedal and the respective switches 6
The control device 65 controls the operation of the spoiler unit 10 based on the signals of the limit switches 1, 2 and 63 and the limit switch 20a of the spoiler unit 10.

Next, the operation of the rear spoiler will be described with reference to the flowchart shown in FIG. 14 and the operation explanatory diagram shown in FIG.

For convenience of explanation, the operation in the automatic mode will be described, and then the operation in the manual mode will be described.

First, an ignition key (not shown) provided in the vehicle compartment is turned on to start the engine, and power is supplied to the control device 65 and the like of the rear spoiler device to prepare it. The automatic mode is selected by the operation of 61.

In the first driving device I in this state, the sector gear 15 and the first vane arm 18 are at the position shown in FIG. 5, and the second vane arm 28 of the second driving device 21 is at the position shown in FIG. The wings 51 and the vanes 55 of the wing body 50 are respectively maintained so that the upper surface 51a of the wing 51 is, for example, about 2 degrees with respect to the horizontal as shown in FIG.
傾斜 The vane 55 is inclined so that the front is downward, and the vane 55 approaches or abuts the lower surface of the front edge 51 a of the wing 51 and
The lower surface 55b of the wing 51 and the lower surface 55b of the wing 51 are maintained at a continuous first position I.

As the vehicle 1 travels, the vehicle speed detection switch 62 incorporated in the speedometer is operated, and an ON / OFF pulse signal corresponding to the vehicle speed is constantly input to the control device 65 as a vehicle speed signal.

In step S1, the control device 65 determines whether or not the brake operation detection switch 63 is operated based on the operation signal from the brake operation detection switch 63. In step S1, the operation of the brake operation detection switch 63 is determined. If it is determined to be OFF, the process moves to the next step S2.

In step S2, the vehicle speed detection switch 6
If it is determined that the vehicle speed is less than the first vehicle speed value, for example, 60 Km / h, based on the vehicle speed signal from Step 2, the process proceeds to Step S3 and the wing 51 and the vane 55 are moved to the first position.
The state of the position I is continuously maintained.

When the wing 51 and the vane 55 are maintained at the first position I, the wing angle θ is about 2 ° and the front is slightly inclined downward as shown in FIG. Since the vane 55 approaches or abuts the lower surface of the front edge 51c of the wing 51 and the lower surface 51b of the wing 51 and the lower surface 51b of the wing 51 are smoothly connected, the drag coefficient of the wing 51 and the vane 55 is extremely low. The rectifying effect of the wing body 50 is small, the drag coefficient is small, and the reduction of the air resistance can reduce the fuel consumption rate.

If the vehicle speed increases and it is determined in step S2 that the vehicle speed is equal to or higher than the first vehicle speed value, the process proceeds to step S4.

In step 4, the vehicle speed is changed to a second vehicle speed value, for example,
If it is determined that the speed is less than 90 km / h, the process proceeds to step S5, and a driving instruction from the control device 65
The electric motor 16a of the first drive device 11 is driven to rotate forward.

By the forward rotation of the electric motor 16a, the speed is reduced by the worm 16b and the worm wheel 16c.
The sector gear 15 meshing with the output gear 16d is rotated about the support shaft 14 in the direction of arrow a shown in FIG.

When the sector gear 15 rotates in the direction of arrow a, the wing 51 is moved by the support shaft 14 which rotates integrally with the sector gear 15 via the universal joint 17a so that the front edge 51c thereof is downward. The head is lowered and rotated in the direction of arrow A shown in FIG.

On the other hand, with the rotation of the sector gear 15,
Through the output portion 15a projecting from the sector gear 15, the ball joint 19a, the first connecting rod 19, and the like, the first
The base end 18a of the vane arm 18 is pulled up, and the tip end 18b is lowered around the pivot of the ball joint 17a. That is, the first vane arm 18 is rotated in the direction of arrow c in FIG. Ball joint 29a by lever 25 fixedly mounted on support shaft 24
And the second vane arm 2 via the second connecting rod 29
8 is lifted, and the second vane arm 28 is rotated about the ball joint 27a in the direction of arrow c in FIG. 8 to lower the tip 28b.

As the first vane arm 18 and the second vane arm 28 rotate, the vane support shaft 56 is moved between the distal ends 18b and 28b of the first vane arm 18 and the second vane arm 28. Vane 55 erected and supported via
Is the leading edge 51a of the wing 51 via the bearing 54.
And descends while turning and reversing along the guide grooves 43 and 44 in a direction away from the base.

Then, the second position II shown in FIG.
When the wing 51 reaches a state where the wing angle θ is about 12 ° and the front is downward, the limit switch 20a is operated by the cam 20b which rotates together with the sector gear 15, and the rotation of the electric motor 16a is stopped to stop the wing. Hold 51 and vane 55 in second position II.

The wings 51 and the vanes 55 are shown in FIG.
(B), while the wing angle θ is increased to about 12 °, the vane 55 separates from the lower surface of the front edge 51 c of the wing 51 and travels with the wing 51. By accelerating the air flow introduced from the gap between the vane 55 and guiding and rectifying the air flow along the lower surface 51b of the wing 51, separation of the air flow generated on the lower surface 51b of the wing 51 is prevented, and the drag coefficient is reduced. Without being increased, the wing angle θ is increased and the accelerated airflow flows along the lower surface 51b of the wing 51, so that a reverse lift is obtained, the tire contact pressure can be secured, and running stability is improved.

On the other hand, if the vehicle is further accelerated and it is determined in step 4 that the vehicle speed is equal to or higher than the second vehicle speed value, step S
Then, the process proceeds to 6, and the electric motor 16a of the first drive device 11 is further driven to rotate forward by the drive instruction from the control device 65.

The sector gear 15 is rotated about the support shaft 14 in the direction of arrow a in FIG. 5 by the forward rotation of the electric motor 16a, and the universal joint is rotated by the support shaft 14 that rotates integrally with the sector gear 15. The wing 51 is rotated in the direction of arrow A from the second position II shown in FIG. 12 (B) so that the front edge 51c is further down via 17a.

Further, with the rotation of the sector gear 15,
The first vane arm 18 is further lowered around the ball joint 17a via the output portion 15a, the first connecting rod 19, etc., so that the tip 18b is further lowered, that is, is rotated in the direction of arrow c shown in FIG. The second vane arm 28 is pivoted around the ball joint 27a via the lever 25 fixed to the support shaft 24 projecting from the rotating wing 51, the second connecting rod 29, and the like, as shown in FIG. And the tip 28b is further lowered.

With the rotation of the first vane arm 18 and the second vane arm 28, these tips 18b and 28
The vane 55 supported between the wing 51 and the wing 51 descends while inverting along the guide grooves 43 and 44 in a direction further away from the front edge 51 a of the wing 51.

When the wing angle θ at which the wing 51 reaches the third position III shown in FIG. 12C reaches about 22 °, the limit switch 20a is operated by the cam 20b which rotates together with the sector gear 15, and the electric motor is turned on. The rotation of the motor 16a is stopped, and the wing 51 and the vane 55 are stopped.
In the third position III.

The wings 51 and the vanes 55 are shown in FIG.
In the traveling in the state maintained at the third position III shown in (C), while the wing angle θ is greatly increased to about 22 °, the vane 55 is separated from the front edge 51c of the wing 51 and the wing 51 and the vane 55 is accelerated and guided and rectified along the lower surface 51b of the wing 51 to prevent separation of the air flow generated on the lower surface 51b of the wing 51, thereby increasing the drag coefficient. Without increasing the wing angle θ and the accelerated airflow flowing along the lower surface 51b of the wing 51, a large reverse lift can be ensured, and the tire contact pressure increases and running stability increases. Is improved.

The wing 51 and the vane 55 are the third
When it is determined in step 4 that the vehicle speed is lower than the second vehicle speed value in the state where the vehicle is held at the position III, the process proceeds to step S5 and the electric motor 16a is driven to rotate in the reverse direction by an instruction from the control device 65. .

The worm 16b is decelerated by the worm 16b by the reverse rotation of the electric motor 16a, and the sector gear 15 meshing with the output gear 16d is moved by the arrow b shown in FIG.
In the direction around the support shaft 14.

When the sector gear 15 rotates in the direction of the arrow b, the wing 51 is moved upward by the support shaft 14 which rotates integrally with the sector gear 15 via the universal joint 17a so that the front edge 51c thereof is directed upward. FIG.
It turns in the direction of arrow B from the third position III shown in (C).

With the rotation of the sector gear 15, the first vane arm 18 is further raised via the output portion 15a, the ball joint 19a, the first connecting rod 19, etc., which protrude from the sector gear 15, and the tip 18b thereof is further raised. Direction to do,
That is, while rotating in the direction of arrow d shown in FIG. 5, the lever 25 fixed to the support shaft 24 protruding from the rotating wing 51 and the second joint rod 29 via the ball joint 29 a and the second connecting rod 29. The vane arm 28 is rotated about the ball joint 27a in the direction of arrow d shown in FIG. 8 to raise the tip 28b.

With the rotation of the first vane arm 18 and the second vane arm 28, the vane 55 erected and supported between the tips 18 b and 28 b of these arms 18 and 28.
Is the leading edge 51a of the wing 51 via the bearing 54.
And rises while reversing and rotating along the guide grooves 43 and 44 in a direction approaching.

When the wing angle θ at which the wing 51 reaches the second position II shown in FIG. 12B reaches about 12 °, the limit switch 20a is actuated by the cam 20b which rotates together with the sector gear 15, and the electric motor is driven. The rotation of the motor 16a is stopped, and the wing 51 and the vane 55 are held at the second position II.

Further, the wing 51 and the vane 55 are
When the vehicle is decelerated while being held at the position II, and it is determined in step 2 that the vehicle speed is lower than the first vehicle speed value, the process proceeds to step S3 and the first driving device is operated by a driving instruction from the control device 65. The eleven electric motors 16a are driven in reverse rotation.

The sector gear 15 is rotated about the support shaft 14 in the direction of arrow b in FIG. 5 by the reverse rotation of the electric motor 16a, and the support shaft 14 is rotated integrally with the sector gear 15.
As a result, the wing 51 rotates in the direction of arrow B from the second position II shown in FIG. 12B so that the front edge 51c is directed upward via the universal joint 17a.

With the rotation of the sector gear 15, the first vane arm 18 is moved through the first connecting rod 19 and the like, and the tip 18b is further raised around the ball joint 17a as a rotation center, that is, as shown in FIG. The arm 28 is rotated in the direction indicated by arrow d, and the second vane arm 28 is connected to the ball joint via the second connecting rod 29 by a lever 25 fixed to the support shaft 24 protruding from the rotating wing 51. The tip 28b is raised by rotating in the direction of arrow d shown in FIG. 8 around the center 27a.

With the rotation of the first vane arm 18 and the second vane arm 28, the vane 55
It rises while reversing and rotating along the guide grooves 43 and 44 in a direction approaching the front edge 51a of the first.

When the wing angle θ at which the wing 51 reaches the second position II shown in FIG. 12A reaches about 2 °, the limit switch 20a is operated by the cam 20d which rotates together with the sector gear 15, and the electric motor is turned on. Motor 1
The rotation of 6a is stopped to hold the wing 51 and the vane 55 at the first position I.

On the other hand, if it is determined in step 1 that the brake operation detection switch 63 is ON, that is, it is in the full brake state, the flow shifts to step 6 and FIG.
At the time of traveling in the first position I and the second position II shown in (A) and (B), the electric motor 16a is rotated forward,
The sector gear 15 is rotated about the support shaft 14 in the direction of arrow a shown in FIG. 5 by the forward rotation of the electric motor 16a.

Then, with the rotation of the sector gear 15, the first portion is connected via the output portion 15a, the first connecting rod 19 and the like.
The vane arm 18 is fixed to a support shaft 24 whose tip 18b further descends around the ball joint 17a as a rotation center, that is, rotates in the direction of the arrow c in FIG. 5, and protrudes from the rotating wing 51. By using the lever 25, the arm 28 for the second vane is rotated in the direction of arrow c shown in FIG. 8 around the ball joint 27a via the second connecting rod 29 and the like to further lower the tip 28b.

With the rotation of the first vane arm 18 and the second vane arm 28, these tips 18b and 28
b, the vane 55 erected and supported between the wing 51
And descends while inverting along the guide grooves 43 and 44 in a direction away from the front edge 51a of the first member.

When the wing angle θ at which the wing 51 reaches the third position III shown in FIG. 12C reaches about 22 °, the limit switch 20a is operated by the cam 20b which rotates together with the sector gear 15, and the electric motor is turned on. The rotation of the motor 16a is stopped, and the wing 51 and the vane 55 are stopped.
Is located at the third position III.

As described above, when the full brake is operated, the wing 51 and the vane 55 are moved to the third position II shown in FIG.
By positioning the wing at I, the wing angle θ of the wing 51 is greatly increased to about 22 °, a large reverse lift is obtained by the wing 51, and the tire contact pressure is increased to improve the braking effect and the steering stability.

Next, the operation at the time of manual operation will be described.

The manual mode can be switched to the first position I, the second position II and the third position III as shown in FIGS. 12A, 12B and 12C. It will be described sequentially.

First, the control device 65 is switched to the manual mode by operating the select switch 61 provided in the vehicle interior.

When the first position I is selected, for example, when the wing 51 and the vane 55 are in the first position I as shown in FIG. Has been maintained.

As shown in FIG. 12 (B) or (C), the wing 5 is moved to the second position II or the third position III.
1 and the vane 55, the electric motor 16a is driven in reverse rotation by an instruction from the control device 65, and the worm 16b and the worm 1 are driven by reverse rotation of the electric motor 16a.
6b, the sector gear 15 is rotated about the support shaft 14 in the direction of arrow b shown in FIG.

When the sector gear 15 rotates in the direction of the arrow b, the wing 51 and the front edge 51c of the wing 51 are raised via the universal joint 48 by the support shaft 14 which rotates integrally with the sector gear 15 as described above. As shown in FIG. 12B or FIG.
It turns from the position III in the direction of arrow B.

With the rotation of the sector gear 15, the first vane arm 18 is rotated in the direction of arrow d shown in FIG. 5 via the output portion 15a projecting from the sector gear 15, the first connecting rod 19, and the like. And the rotating wing 5
The second vane arm 28 is rotated in the direction of arrow d shown in FIG. 8 through a lever 25 fixed to the support shaft 24 protruding from the first and second connecting rods 29 to raise the tip 28b. , The vane 55 is moved closer to the front edge 51a of the wing 51, the rotation of the electric motor 16a is stopped by operating the limit switch 20a by the cam 20b, and the wing 51 and the vane 55 are switched to the first position I.

When the second position II is selected, for example, in the state where the wing 51 and the vane 55 are at the second position II shown in FIG. 12B, the state is maintained at the second position II. ing.

In the state where the wing 51 and the vane 55 are at the first position I or the third position III, the electric motor 16a is driven to rotate forward or backward by an instruction from the control device 65, and the sector gear 15 and the The wing 51 and the vane 55 in the first position I or the third position III are moved to the second position II shown in FIG. 12B via the first vane arm 18, the second vane arm 28, and the like.

When the third position III is further selected, when the wing 51 and the vane 55 are located at the third position III shown in FIG.
The state of the position III is maintained.

When the wing 51 and the vane 55 are located at the first position I or the second position II, the controller 65
, The electric motor 16a is driven to rotate forward,
As described above, the sector gear 15, the first vane arm 18,
The wing 51 and the vane 55 in the first position I or the second position II are moved to the third position III shown in FIG. 12C via the second vane arm 28 or the like, and moved to the second position II. Switch and hold.

In the above description, the wing 51 is set in accordance with the vehicle speed.
And the position of the vane 55 and the like are controlled to be switched to the three states of the first position I, the second position II, and the third position III. It is also possible to set, and the present invention is not limited to the above embodiment, and can be appropriately changed without departing from the gist of the invention.

[0096]

According to the above-described rear spoiler apparatus for a vehicle according to the present invention, the wing provided at the rear of the vehicle body is rotated by the driving device to efficiently obtain the reverse lift, and the vane is moved with respect to the front edge of the wing. By moving in the approaching / separating direction, the air flow on the lower surface of the wing is rectified, and running stability is ensured, which greatly contributes to the improvement of stable running performance of the automobile.

[Brief description of the drawings]

FIG. 1 is a plan view of a vehicle illustrating an embodiment of a rear spoiler device for a vehicle according to the present invention.

FIG. 2 is a side view of FIG.

FIG. 3 is a side view of a main part of the same, viewed from the direction of arrow A in FIG.

FIG. 4 is an explanatory sectional view of a main part, similarly.

FIG. 5 is a side view of the first support member.

6 is a sectional view taken along the line BB of FIG. 5;

FIG. 7 is a partially sectional explanatory view of the actuator.

FIG. 8 is a side view of the second support member.

9 is a sectional view taken along the line CC of FIG. 8;

FIG. 10 is a cross-sectional view of a main part, similarly illustrating driving of a wing.

FIG. 11 is a sectional view taken along line DD of FIG. 2;

12 (a) and 12 (b) are operating state explanatory views showing a cross section of a main part of the wing body, where (a) shows the relative position of the wing and the vane at the first position, and (b) shows the relative position of the wing and the vane at the second position. (C) is an explanatory view showing the relative position of the wing and the vane at the third position.

FIG. 13 is a block diagram showing an operating means.

FIG. 14 is a flow chart showing the operation.

FIG. 15 is an operation explanatory view, similarly.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Automobile 11 1st drive device 14 Support shaft 15 Sector gear 15a Output part 16 Actuator 18 1st vane arm 19 1st connection rod 21 2nd drive device 28 2nd vane arm 29 1st connection rod 51 Wing 51a Upper surface 51b Lower surface 51c Leading edge 55 Vane

Claims (7)

[Claims] 1. A rear spoiler device for an automobile, which is provided at a rear portion of a vehicle body and drives a wing to rotate by a driving device, wherein the vehicle width is supported by the rear portion of the vehicle body so as to be rotatable around a rotation axis along a vehicle width direction. A wing extending in the direction of the wing, and arranged opposite to the front edge of the wing. A vane that guides and flows out along the lower surface of the wing, and a drive device that rotates the wing and moves the vane in the direction of approaching and separating from the front edge of the wing. . 2. A rear spoiler for an automobile according to claim 1, wherein the gap between the leading edge of the wing and the vane decreases gradually from upstream to downstream in the direction of air flow. 3. The wing according to claim 1, wherein the vane moves away from the leading edge of the wing with an increase in the angle of heading of the leading edge of the wing relative to the horizontal direction due to the rotation of the wing. Rear spoiler equipment for automobiles. 4. The wing rotates so that the head-down angle of the front edge of the wing with respect to the horizontal direction gradually increases as the vehicle speed increases, and the vane moves along the front edge of the wing as the vehicle speed increases. The vehicle rear spoiler device according to any one of claims 1 to 3, wherein the rear spoiler device is gradually separated from the rear spoiler. 5. The wing according to claim 1, wherein the wing pivots so as to increase the head-down angle of the leading edge of the wing in a full brake state, and the vane is separated from the leading edge of the wing. 5. The rear spoiler device for an automobile according to any one of items 1 to 4. 6. The wing driving means, comprising: an actuator; wing driving means for converting the driving force of the actuator into rotation of the wing and transmitting power to the wing; and a wing driving means interposed between the wing and the vane. The rear spoiler device for an automobile according to any one of claims 1 to 5, further comprising: a vane driving means for interlocking the rotation and the movement of the vane. 7. The wing drive means is capable of transmitting power between a sector gear rotatably supported by a support shaft at a rear portion of the vehicle body and driven to rotate by an actuator, and the support shaft and wing interlocked with the sector gear. A vane driving means, the vane driving means comprising: a vane arm supported by the rear of the vehicle body via a joint mounted and supported by the rear of the vehicle body; The vehicle rear spoiler device according to claim 6, further comprising a connecting rod that rotatably connects the end and an output portion that swings by a sector gear.