JP2014181004A - Travel stabilizer for vehicle - Google Patents

Abstract

A turning moment caused by a cross wind can be suppressed without significantly increasing air resistance.
SOLUTION: Telescopic bags 15 and 16 are provided on both side surfaces of vertical wings 4L and 4R provided on the left and right sides of a rear spoiler 4, respectively, and can be swelled in a streamline shape to the side. In accordance with the level of the turning moment generated at the vehicle body front portion 5 swells in a streamline shape as appropriate, and a lateral lifting force FL that suppresses this turning moment is generated.
[Selection] Figure 9

Description

  The present invention relates to a vehicle travel stabilization device in which a vertical wing is provided in a rear spoiler and, when a cross wind is generated, a transverse lift is generated in the vertical wing to suppress a turning moment generated by the cross wind.

  As is well known, when a traveling vehicle receives a strong crosswind, a yaw moment (a force to turn the vehicle body) is generated around the center of gravity of the vehicle body, and traveling stability is impaired. For example, when a crosswind is received from the right front of the vehicle, a counterclockwise yaw moment (turning moment) is generated in a plan view with respect to the vehicle body, and the front part of the vehicle body is turned counterclockwise. .

  For example, Patent Document 1 (Japanese Patent Laid-Open No. 5-112265) and Patent Document 2 (Japanese Patent Laid-Open No. 6-305452) are known as techniques for preventing the turning by the cross wind.

  Patent Document 1 discloses a technique in which a vertical wing that supports both ends of a horizontal wing provided at the rear of a vehicle body is raised and lowered according to the vehicle speed to reduce yaw moment and improve running stability. ing. On the other hand, in Patent Document 2, a side air spoiler (vertical wing) that can protrude upward is provided on the upper part of the left and right rear fenders, and it is normally in a stowed state, and the vehicle speed exceeds the set vehicle speed (80 [Km / h]). A technique is disclosed in which running stability is realized by sometimes projecting upward.

Japanese Patent Laid-Open No. 5-112265 JP-A-6-305452

  However, in the technique disclosed in Patent Document 1, when the cross wind is detected, the amount of protrusion of the vertical wing is changed and the yaw moment is reduced to improve running stability. However, if the vertical wing is raised, The air resistance increases accordingly, and there is a problem that the fuel consumption deteriorates.

  Moreover, since the side air spoiler (vertical blade) disclosed in Patent Document 2 is controlled only in two modes of the housed state and the protruding state, there is a disadvantage that the yaw moment generated by the cross wind cannot be efficiently suppressed. is there.

  Furthermore, since all of the techniques disclosed in the above-mentioned patent documents require a link mechanism for operating the vertical wings, there is a problem that the structure is complicated, and the link mechanism is not limited. There is a problem in that it is necessary to secure a space for storage in the vehicle body, which imposes restrictions on the vehicle body design.

  In view of the above circumstances, the present invention has a simple structure, does not require a mechanical link mechanism, can suppress a turning moment generated by a crosswind without significantly increasing air resistance, and is favorable. It is an object of the present invention to provide a traveling stabilization device for a vehicle capable of obtaining straight traveling performance.

A vehicle travel stabilization apparatus according to the present invention includes a rear spoiler provided on a body panel at the rear of a vehicle and having a horizontal wing and a pair of left and right vertical wings that support both sides of the horizontal wing, and the vertical wing provided on the vertical wing. Horizontal lifting force generating means having expansion and contraction parts that can swell in a streamline shape from the left and right sides of the main body, and internal pressure control means for controlling the air pressure supplied to each of the expansion and contraction parts. A turning moment estimating means for estimating a turning moment acting on the front of the vehicle body based on the wind direction detected by the provided wind direction detecting means and the vehicle speed detected by the vehicle speed detecting means, and the turning moment estimated by the turning moment estimating means An internal pressure setting means for setting an internal pressure for each of the expansion / contraction portions to selectively bulge each of the expansion / contraction portions to generate a lateral lifting force against the turning moment, and the internal pressure setting Supplying air to the respective telescopic unit, based on the internal pressure of the respective extensible portion set in stages or by discharging air from the respective telescopic section and an inner pressure adjusting means for adjusting the internal pressure.

  According to the present invention, the vertical wings of the rear spoiler have expansion / contraction portions that can swell in a streamline shape from the left and right sides, and each expansion / contraction portion is selectively selected by air pressure according to the turning moment acting on the front of the vehicle body. Since a lateral lifting force that bulges out and counters the turning moment is generated, a mechanical link mechanism is unnecessary, and the structure can be simplified. Furthermore, since the lateral lifting force is generated by expanding the expansion / contraction part into a streamline shape, the turning moment acting on the front part of the vehicle body can be suppressed without significantly increasing the air resistance. Straight running performance can be obtained.

Rear detailed side view of vehicle with rear spoiler Rear view of vehicle with rear spoiler (A) is a partial cross-sectional plan view of a vehicle equipped with a travel stabilizer, and (b) is a characteristic diagram showing the relationship between the yaw moment generated by a crosswind and the lateral lift generated by the travel stabilizer. IV-IV sectional view of Fig. 1 Schematic configuration diagram of vertical wing moving part Schematic configuration diagram of switching valve Functional block diagram of the travel stabilizer Flow chart showing the internal pressure control routine of the telescopic bag Explanatory drawing showing the bulging state of the epidermis when crosswind is applied to the front right side of the vehicle body Explanatory drawing showing the bulging state of the epidermis when crosswind is applied to the left side of the front of the vehicle body

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. A cetane type vehicle 1 is shown in FIGS. 1, 2, and 3 (a). A trunk lid 3 as a vehicle body panel for opening and closing a trunk room is provided at a rear portion (vehicle body rear portion) 2 of the vehicle 1, and a rear spoiler 4 is provided on the upper surface of the trunk lid 3. Reference numeral 5 denotes a front portion (a front portion of the vehicle body) of the vehicle 1 and has an engine room inside. Reference numeral 6 denotes a front bumper provided at the front end of the vehicle body front portion 5.

  The rear spoiler 4 includes a bracket 4a fixed to both ends of the trunk lid 3 in the vehicle width direction, a pair of left and right vertical blades 4L and 4R fixed in a suspended state on the bracket 4a, and both vertical Horizontal blades 4b are provided at the upper ends of the blades 4L and 4R.

  As shown in FIG. 4, each of the pair of left and right vertical blades 4L and 4R has a substantially airfoil cross section in which the curvature of the leading edge is smaller (with a larger radius) than the curvature of the trailing edge, and the leading edge LE A chord line Lc that connects the rear edge TE and the vehicle body extends in the longitudinal direction of the vehicle body. In the following, components common to both vertical blades 4L and 4R are denoted by the same reference numerals, and the description is simplified.

  Each of the vertical blades 4L, 4R has a support column 11 whose lower end is fixed to the bracket 4a or formed integrally with the bracket 4a. The column 11 is formed in a substantially tapered shape that becomes thinner from the front edge LE side to the rear edge TE side. The column 11 is provided with a lateral lifting force generating portion 12 as a lateral lifting force generating means. The lateral lifting force generating portion 12 covers the outer periphery of the support 11, and is provided with a skin 13 that forms the outer surface of the vertical blades 4 </ b> L and 4 </ b> R, and a gap 14 formed between the skin 13 and the side surface of the support 11. It has an outer stretchable bag 15 and an inner stretchable bag 16 as stretchable parts. The skin 13 and the expansion bags 15 and 16 are made of a material having elasticity and stretchability such as rubber.

  In addition, the skin 13 has a thick region 13a on the front edge LE side, and is formed in a relatively thin thickness from the rear part to the rear edge TE side. Further, the thick region 13a and the rear end portion 13b of the skin 13 are fixed to the support column 11 using an adhesive or the like. This thick region 13a is for preventing the leading edge LE of the skin 13 from being deformed by receiving wind pressure from the front during traveling. Therefore, the thick region 13a is easily deformed by wind pressure. Is formed. Instead of the thick region 13a, a protector made of resin or the like may be disposed on the inner surface corresponding to the thick region 13a of the skin 13.

  Further, the two stretchable bags 15 and 16 interposed in the gap portion 14 formed between the both side surfaces of the support column 11 and the inner surface of the skin 13 overlap the thick region 13a of the skin 13 at the tip side. Has been. In addition, the vertical direction of each of the stretchable bags 15 and 16 is disposed between the bracket 4a and the horizontal wing 4b along the side surface of the support 11 and faces the support 11 of each of the stretchable bags 15 and 16. The surface is fixed to the support 11 using an adhesive or the like. Each of the stretchable bags 15 and 16 has a sealing property, and is inflated by an air pressure supplied to the inside, and is discharged by its own elastic restoring force by discharging the air pressure.

  As shown in FIGS. 1 and 4, the support 11 is formed with air passages 17 and 18 that communicate with the outer stretchable bag 15 and the inner stretchable bag 16, respectively. The pressure accumulating tank 21 as an air pressure supply source installed in the vicinity of the rear trunk room is communicated. Note that a constant pressure of air is always sent to the pressure accumulating tank 21 from a compressor or the like (not shown).

  Further, as shown in FIG. 5, the air passages 17 and 18 communicating with the pair of telescopic bags 15 and 16 provided in the left vertical wing 4L are respectively provided with a left outer switching valve 22a and a left inner switching valve. Each valve 22b is interposed. In addition, a right outer switching valve 23a and a right inner switching valve 23b are interposed in air passages 17 and 18 respectively communicating with a pair of expansion and contraction bags 15 and 16 provided in the right vertical wing 4R.

  These switching valves 22a, 22b, 23a, 23b are three-way valves, and the positions where the air passages 17, 18 are communicated as shown in FIG. 6 (a) and the expansion / contraction bags 15, 16 as shown in FIG. 6 (b). The position where the air passages 17 and 18 and the discharge passages 17a and 18a communicate with each other, and the position where the air passages 17 and 18 are blocked as shown in FIG. And can be selectively switched.

  The switching timing of each switching valve 22a, 22b, 23a, 23b is calculated by the expansion bag internal pressure control unit 26 shown in FIG. The expansion / contraction bag internal pressure control unit 26 includes a microcomputer having a memory such as a ROM and a RAM and a CPU, and the ROM stores a control program and various fixed data. The stretchable bag internal pressure control unit 26 includes a stretchable bag internal pressure control unit 26 a that functions as an internal pressure control unit that controls the internal pressure of each of the stretchable bags 15 and 16.

  Left and right wind pressure sensors 31a and 31b provided on the left and right front parts of the front bumper 6 on the input side of the telescopic bag internal pressure control unit 26 to detect wind pressure from the left and right front, and a vehicle speed sensor 32 as vehicle speed detecting means for detecting the vehicle speed. The internal pressure sensor 33a as an internal pressure detecting means that faces the expansion and contraction bags 15 and 16 in the air passages 17 and 18 that communicate with the expansion and contraction bags 15 and 16 provided in the left and right vertical blades 4L and 4R. , 33b, 34a, 34b are connected. These internal pressure sensors 33a, 33b, 34a, 34b detect the internal pressures of the respective stretchable bags 15, 16 provided on the left and right.

  Also, on the output side of the expansion bag internal pressure control unit 26, driving units 27a, 27b, 28a, 28b represented by actuators such as motors for operating the switching valves 22a, 22b, 23a, 23b are connected. Yes.

  The expansion bag internal pressure control unit 26a sets the internal pressure levels of the expansion bags 15 and 16 provided in the left and right vertical blades 4L and 4R based on the input parameters, and the switching valves 22a, 22b, 23a and 23b are individually controlled.

  For example, as shown in FIG. 3A, when the right side of the traveling vehicle 1 receives a cross wind, a part of the cross wind is a side on the side facing the cross wind as shown by an arrow A. Along the panel (windward side panel), this side panel flows backward using this side panel as a guide surface. The other part of the side wind is along the front body 5 such as the front bumper 6 and the front grille as indicated by the arrow B, and the side panel opposite to the windward side panel as indicated by the arrow C (windward). To the side side panel). The wind flowing toward the leeward side panel is turbulent because the leeward side panel does not function as a guide surface.

  Accordingly, when the vehicle body receives a crosswind from the right front, the right wind pressure sensor 31b directly receives the crosswind, so that a wind pressure PR close to the actual value is detected. On the other hand, since the left wind pressure sensor 31a is obstructed by the airflow flowing along the vehicle body front portion 5 from the right direction, the wind pressure PL having a value lower than the actual value is detected.

  The telescopic bag internal pressure control unit 26a estimates the strength of the cross wind received by the vehicle 1 and the wind direction from the differential pressure ΔPf between the wind pressures PL and PR detected by the wind pressure sensors 31a and 31b. In this case, by arranging one or a plurality of other wind pressure sensors at a predetermined interval on the front surface of the front bumper 6 between the left and right wind pressure sensors 31a and 31b, the direction of the side wind received by the vehicle 1 ( (Wind direction) can be estimated more precisely based on the detection value of each wind pressure sensor. Both the wind pressure sensors 31a and 31b constitute the wind direction detecting means of the present invention. Of course, instead of the two wind pressure sensors 31a and 31b, a wind direction sensor may be provided to directly detect the wind direction.

  Then, based on the differential pressure ΔPf and the vehicle speed SP detected by the vehicle speed sensor 32, the level of the turning moment (turning level) acting on the vehicle body front portion 5 is examined, and the left and right vertical blades of the rear spoiler 4 according to the turning level. Lateral lifting force (lifting force acting in the vehicle width direction) for suppressing the turning moment acting on the vehicle body front part 5 by expanding and contracting each of the telescopic bags 15 and 16 of the lateral lifting force generation unit 12 provided in 4L and 4R in a predetermined manner Is generated.

  Specifically, the control operations of the left and right expansion bags 15 and 16 executed by the expansion bag internal pressure control unit 26a described above are processed according to the expansion bag internal pressure control routine shown in FIG.

  When this routine is executed, first, in step S1, parameters detected by the sensors 31a, 31b, 32, 33a, 33b, 34a, and 34b are read, and in step S2, the front right pressure PR and the front part are read. A differential pressure ΔPf (PR−PL) with respect to the left wind pressure PL is obtained. In this embodiment, as shown in FIG. 3 (b), the longitudinal length of the vehicle is 0, the center of gravity is 0, the vehicle body length BL on the vehicle body rear portion 2 side is plus (+), and the vehicle body front portion 5 side is The vehicle body length BL is negative (−), the yaw moment CYM that attempts to turn the vehicle body front portion 5 counterclockwise is expressed as plus (+), and the yaw moment CYM that attempts to rotate rightward is expressed as negative (−).

  Therefore, when the differential pressure ΔPf is brass (+) ((PR-PL)> 0), the yaw moment CYM in the left-turning direction acts on the vehicle body front portion 5 due to the crosswind, and in the case of minus (−) (( PR-PL) <0), it can be seen that the yaw moment CYM in the clockwise direction acts. When ΔPf = 0, that is, when the wind pressures PR and PL detected by the wind pressure sensors 31a and 31b are substantially equal, the wind is received from the front.

  Thereafter, the process proceeds to step S3, and the turning level acting on the vehicle body front portion 5 is set with reference to a preset turning level map based on the vehicle speed SP and the differential pressure ΔPf. In this case, the actual value of the turning moment acting on the front part 5 of the vehicle body may be directly estimated from the vehicle speed SP and the differential pressure ΔPf. Note that the processing in this step corresponds to the turning moment estimating means of the present invention.

This turning level is a numerical value of the magnitude of the yaw moment CYM in stages. Table 1 illustrates the rounding level map. In the turning level map shown in Table 1, six stages of turning levels of −3 to +3 are set based on the vehicle speed SP and the differential pressure ΔPf. That is, as the vehicle speed SP increases, the straight traveling performance of the vehicle 1 is easily affected by crosswinds and is likely to become unstable. Therefore, as the vehicle speed SP increases and the differential pressure ΔPf increases (decreases), a turning level that is a large value (a small value on the minus side) is stored. In the table, plus (+) indicates left turn and minus (−) indicates right turn.

  Thus, in this embodiment, since the turning moment is set at a stepped level with reference to the map, the calculation becomes easy.

  Next, the process proceeds to step S4, and the internal pressure level of each of the telescopic bags 15 and 16 provided on the left and right vertical wings 4L and 4R is set with reference to the internal pressure level map based on the turning level. Note that the processing in this step corresponds to the internal pressure setting means of the present invention.

In the internal pressure level map, internal pressures for expanding and contracting the respective expansion and contraction bags 15 and 16 provided in the left and right vertical wings 4L and 4R are set in stages according to the turning level. Table 2 shows the internal pressure level map.

  In this internal pressure level map, the internal pressure levels for inflating the expansion and contraction bags 15 and 16 provided in the left and right vertical wings 4L and 4R are set in three levels of LEVEL1 to 3 according to the turning level. As shown in FIGS. 9 and 10, the expansion and contraction rates of the stretchable bags 15 and 16 are set to be gradually higher as the internal pressure level shifts from LEVEL1 to LEVEL3. Each of the stretchable bags 15 and 16 in a stopped state has an internal pressure level LEVEL0 that is contracted to a minimum due to its own elasticity.

  For example, when the turning level is 3, the internal pressure level between the outer elastic bag 15 of the left vertical wing 4L and the inner elastic bag 16 of the right vertical wing 4R is set to LEVEL3, and the inner vertical bag 16 of the left vertical wing 4L and the right vertical The state in which the internal pressure level of the wing 4R with the outer stretchable bag 15 is LEVEL0 is maintained. When the turning level is -3, the internal pressure level between the outer elastic bag 15 of the left vertical wing 4L and the inner elastic bag 16 of the right vertical wing 4R is maintained at LEVEL0, and the inner elastic bag 16 of the left vertical wing 4L and the right The internal pressure level with the outer elastic bag 15 of the vertical wing 4R is set to LEVEL3.

  When the internal pressure level of either one of the expansion and contraction bags 15 and 16 is set to LEVEL0 and the other internal pressure level is set to LEVEL1, 2 or 3 during traveling, the side surface on the side where the internal pressure level is expanded at LEVEL1, 2 or 3 The flow velocity of the flowing air becomes faster than the side where the internal pressure level is maintained at LEVEL 0, this internal pressure level is positive on the side of LEVEL 0, and the negative pressure on the side on the side where the internal pressure level swells at LEVEL 1, 2 or 3 Occurs, and a lateral lifting force is generated from the side surface where the internal pressure level is LEVEL0 to the side surface where the internal pressure level is expanded at LEVEL1, 2 or 3. In this case, the minimum lift occurs when the internal pressure level is LEVEL1, and the maximum lift occurs when the internal pressure level is LEVEL3. Thus, in this embodiment, since the internal pressure for expanding / contracting each of the expansion / contraction bags 15 and 16 is set at a stepped level by referring to the map, the calculation becomes easy.

  Thereafter, when the process proceeds to step S5, the operation of each switching valve 22a, 22b, 23a, 23b corresponding to the internal pressure level of each expansion bag 15, 16 provided in the left and right vertical blades 4L, 4R is controlled to exit the routine. . The control operation of each switching valve 22a, 22b, 23a, 23b executed in step S5 is first performed by the expansion bags 15, 16 of the left and right vertical blades 4L, 4R detected by the internal pressure sensors 33a, 33b, 34a, 34b. The internal pressure is read, and then the switching valves 22a, 22b, 23a, and 23b are operated according to the internal pressure levels set in the respective expansion and contraction bags 15 and 16 of the left and right vertical blades 4L and 4R. 16 internal pressure is adjusted. The process in step S5 corresponds to the internal pressure adjusting means of the present invention.

  That is, for example, when the turning level is set to 3 (left turning), the internal pressure level of the outer elastic bag 15 of the left vertical wing 4L and the inner elastic bag 16 of the right vertical wing 4R is set to LEVEL3 and left vertical The internal pressure level between the inner telescopic bag 16 of the wing 4L and the outer telescopic bag 15 of the right vertical wing 4R is set to LEVEL0. Accordingly, as shown in FIG. 5, the expansion / contraction bag internal pressure control unit 26a includes the switching valve 22b provided in the air passage 18 communicating with the inner expansion bag 16 of the left vertical wing 4L and the outer expansion / contraction of the right vertical wing 4R. The switching valve 23a interposed in the air passage 17 communicating with the bag 15 is operated to allow the inner elastic bag 16 to communicate with the discharge passage 18a, and the outer elastic bag 15 to communicate with the discharge passage 17a. On the other hand, the switching valve 22a interposed in the air passage 17 communicating with the outer telescopic bag 15 of the left vertical wing 4L and the switching intervening in the air passage 18 communicating with the inner telescopic bag 16 of the right vertical wing 4R. The valve 23 b is operated to allow the outer expansion bag 15 and the inner expansion bag 16 to communicate with the pressure accumulation tank 21.

  Then, both the inner telescopic bag 16 of the left vertical wing 4L and the outer telescopic bag 15 of the right vertical wing 4R contract due to their own elasticity. On the other hand, air is sent from the pressure accumulation tank 21 to the outer telescopic bag 15 of the left vertical wing 4L and the outer telescopic bag 15 of the right vertical wing 4R, and the internal pressure is increased.

  When the internal pressures detected by the internal pressure sensors 33a, 33b, 34a, and 34b reach the internal pressure levels, the switching valves 22a, 22b, 23a, and 23b are shut off as shown in FIG. 6C. Thus, the internal pressure of each of the stretchable bags 15 and 16 is maintained. Then, as shown in FIG. 9, the outer elastic bag 15 of the left vertical wing 4L and the inner elastic bag 16 of the right vertical wing 4R bulge, and the outer skin 13 covered on the outer side is pressed to bulge, As shown by the two-dot chain line, the skin 13 forms a streamline of the bulge amount corresponding to the internal pressure level LEVEL3.

  As shown in FIG. 3A, when the traveling vehicle 1 receives a cross wind from the right side, a part of the cross wind flows rearward along the right side panel as indicated by an arrow A. This airflow flows to the rear of the vehicle 1 while maintaining a laminar flow with the right side panel as a guide surface. When the turning level at this time is set to 3 (left turning), as shown in FIG. 9, the inner pressure level in which the inner skin 13 of the right vertical wing 4 </ b> R is swollen by the pressing force of the inner telescopic bag 16. It becomes a streamline shape of LEVEL3, and the outer skin 13 becomes a streamline of the internal pressure level LEVEL0 which is almost flat due to the contraction of the outer stretchable bag 15. As a result, the flow velocity of the airflow passing through the inside of the skin 13 becomes faster than the airflow passing through the outside, so that a positive pressure is generated outside the skin 13 and a negative pressure is generated on the inside surface. Lateral lift is generated toward the center in the vehicle width direction.

  On the other hand, in the left vertical wing 4L, the outer skin 13 becomes a streamline shape of the inner pressure level LEVEL3 bulged by the pressing force of the outer elastic bag 15, and the inner skin 13 has an inner pressure that is nearly flat by the contraction of the inner elastic bag 16. Since it is streamlined at level LEVEL0, the left vertical wing 4L also generates lateral lifting force in the same direction as the right vertical wing 4R. The lateral lifting force generated in the left vertical wing 4L is weaker than the lateral lifting force generated in the right vertical wing 4R because the airflow flowing through the leeward side panel becomes turbulent.

  As a result, as shown in FIG. 3B, the turning moment (yaw moment CYM) generated at the front portion 5 of the vehicle body is laterally acting in the direction opposite to the turning moment as shown by hatching in FIG. The turning moment is suppressed by the yaw moment generated by the lift force FL (the sum of the lateral lift forces generated by the left and right vertical blades 4L and 4R), and stable straight traveling performance can be obtained. In the present embodiment, since the internal pressure level of each of the stretchable bags 15 and 16 is controlled stepwise, a lateral lifting force FL corresponding to the turning moment generated at the vehicle body front portion 5 can be generated. More stable straight running performance can be realized.

  Further, the lateral lifting force generation unit 12 of the present embodiment generates a lateral lifting force FL that opposes the turning moment by expanding and contracting each of the expansion and contraction bags 15 and 16 by air pressure, and therefore requires a mechanical link mechanism. Instead, the structure can be simplified. Further, since the lateral lifting force FL is generated by the streamline shape formed by the expansion and contraction bags 15 and 16, the air resistance is not significantly increased, and the fuel efficiency can be improved. In this case, as described above, the vertical wing that receives the airflow from the leeward side panel and generates the lateral lifting force has a weak lateral lifting force. Therefore, the internal pressure level set in the telescopic bags 15 and 16 on the vertical wing side is set. It may be set to LEVEL0 uniformly so that it does not bulge.

  Note that the present invention is not limited to the above-described embodiment. For example, the steps of each level stored in the turning level map and the internal pressure level map may be set more finely or continuously. It may be changed. Furthermore, in this embodiment, the pressure accumulation tank is exemplified as the pressure supply source, but the air pressure may be directly supplied from a drive source such as a compressor. Alternatively, wind pressure generated during traveling may be used as a pressure supply source.

  Further, the lateral lifting force generating unit 12 according to the present embodiment has a double structure of the skin 13 and each of the stretchable bags 15 and 16, but the skin 13 is divided into left and right by a front edge LE and a rear edge TE, You may make it extend and contract directly by sending air into the space | gap part 14 currently formed inside the left and right skin 13. In this case, the skin 13 divided into right and left is the stretchable part of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Vehicle 2 ... Car body rear part 4 ... Rear spoiler 4L ... Left vertical wing 4R ... Right vertical wing 4b ... Horizontal wing 5 ... Car body front part 11 ... Strut 12 ... Lateral lift generating part 13 ... Skin 13a ... Thick region 15 ... Outer expansion / contraction Bag 16 ... Inner telescopic bag 17, 18 ... Air passage 21 ... Accumulation tank 22a ... Left outer switching valve,
22b ... left inner switching valve,
23a ... Right outside switching valve,
23b ... Right inner switching valve,
26 ... telescopic bag internal pressure control unit 26a ... telescopic bag internal pressure control unit 31a ... left wind pressure sensor 31b ... right wind pressure sensor 32 ... vehicle speed sensors 33a, 33b, 34a, 34b ... internal pressure sensor CYM ... yaw moment FL ... lateral lift PL, PR ... Wind pressure ΔPf… Differential pressure

Claims (7)

A rear spoiler having a horizontal wing and a pair of left and right vertical wings provided on a vehicle body panel at the rear of the vehicle and supporting both sides of the horizontal wing;
Lateral lift generating means having an expansion and contraction portion provided on the vertical wing and capable of bulging in a streamline shape from the left and right side surfaces of the vertical wing,
An internal pressure control means for controlling the air pressure supplied to each expansion and contraction part,
The internal pressure control means
A turning moment estimation means for estimating a turning moment acting on the front of the vehicle body based on the wind direction detected by the wind direction detection means provided at the front of the vehicle body and the vehicle speed detected by the vehicle speed detection means;
An internal pressure setting means for setting an internal pressure for each of the expansion / contraction portions to selectively bulge each of the expansion / contraction portions based on the rotation moment estimated by the rotation moment estimation means to generate a lateral lifting force against the rotation moment; ,
And an internal pressure adjusting means for adjusting the internal pressure by supplying air pressure to each of the expansion / contraction sections or discharging the air pressure from the expansion / contraction sections based on the internal pressure of the expansion / contraction sections set by the internal pressure setting means. A vehicle travel stabilizer. The vertical wing has a column supporting the horizontal wing,
The lateral lifting force generating means comprises an outer skin of the vertical wing and has a skin having elasticity and stretchability,
The vehicle travel stabilization device according to claim 1, wherein the expansion and contraction portion is interposed between the support column and the skin. The turning moment estimating means sets the turning moment at a plurality of stepwise levels,
3. The travel stabilization apparatus for a vehicle according to claim 1, wherein the internal pressure setting means sets the internal pressure corresponding to the level of the turning moment at a plurality of stages. The internal pressure adjusting means performs switching operation of a switching valve that is interposed in an air passage that communicates between each expansion / contraction section and an air pressure supply source that supplies air pressure to the expansion / contraction section. The travel stabilization device for a vehicle according to any one of claims 1 to 3, wherein an internal pressure of the vehicle is adjusted. When the internal pressure detected by the internal pressure detecting means for detecting the internal pressure of each of the expansion / contraction sections reaches the internal pressure set by the internal pressure setting means, the internal pressure adjusting means is configured to block the air passage by the switching valve. The vehicle travel stabilization device according to claim 4, wherein: The vehicle running stabilizer according to any one of claims 2 to 5, wherein a thick region is formed on a front edge side of the skin. The travel stabilizer for a vehicle according to any one of claims 2 to 5, wherein a protector is disposed on an inner surface of a front edge side of the skin.

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