Aerodynamic controller for vehicle

Abstract

To provide an aerodynamic controller for a vehicle, capable of suppressing variation in ground contact pressure of a tire when an aerodynamic part such as an active grille shutter is actuated.SOLUTION: A vehicle 10 mainly includes a ventilation amount adjustment part 13, an aerodynamic part 14, and a calculation control part 15. The ventilation amount adjustment part 13 adjusts a ventilation amount to the inside of a vehicle body 12. The aerodynamic part 14 is displaced to change an aerodynamic effect. The calculation control part 15 controls operation of the ventilation amount adjustment part 13 and the aerodynamic part 14. The calculation control part 15 changes the ventilation amount of the ventilation amount adjustment part 13 and displaces the aerodynamic part 14 to increase the aerodynamic effect.SELECTED DRAWING: Figure 5A

Description

[Technical Field]

[0001] The present invention relates to an aerodynamic control device for a vehicle. [Background technology]

[0002] In recent years, vehicles equipped with active grill shutters as aerodynamic devices have appeared. Active grill shutters are configured to open and close grill openings depending on factors such as the outside air temperature. For example, when starting the engine in winter, closing the grill openings with the active grill shutter can improve the efficiency of the heat exchanger. An example of an active grill shutter is described in Patent Document 1, etc.

[0003] Patent Document 2 also describes a vehicle cooling device that adjusts the engine cooling state. In this device, the lower part of the engine compartment that houses the radiator is covered with an undercover. The device also includes a movable cover and a movable spoiler that cover the rear opening of the radiator, and a link mechanism that links the movable cover and the movable spoiler. This makes it easy to adjust the amount of air discharged from the engine compartment. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 6-298132 [Patent Document 2] Japanese Patent Application Publication No. 2018-95104 Summary of the Invention [Problem to be solved by the invention]

[0005] However, the inventions described in the above-mentioned patent documents leave room for improvement in terms of lift control when an aerodynamic portion such as an active grill shutter is activated.

[0006] Specifically, when the active grill shutter is closed, some of the wind that would otherwise enter the engine compartment when the shutter is open is redirected downwards under the vehicle body, increasing the ground pressure on the front tires, which causes unnecessary changes in vehicle handling.

[0007] The present invention has been made in consideration of these problems, and its object is to provide an aerodynamic control device for a vehicle that can suppress fluctuations in tire contact pressure when an aerodynamic part such as an active grill shutter is activated. [Means for solving the problem]

[0008] An aerodynamic control device for a vehicle according to one embodiment of the present invention comprises an airflow adjustment unit that adjusts the amount of airflow into the interior of the vehicle body, an aerodynamic unit that changes the aerodynamic effect when displaced, and an arithmetic control unit that controls the operation of the airflow adjustment unit and the aerodynamic unit, and is characterized in that the arithmetic control unit changes the airflow of the airflow adjustment unit and displaces the aerodynamic unit so as to increase the aerodynamic effect. [Effects of the Invention]

[0009] According to the aerodynamic control device for a vehicle of the present invention, by increasing the amount of ventilation and enhancing the aerodynamic effect, the vehicle's load balance can be maintained appropriately and the ground pressure of each tire can be set to a specified level, thereby ensuring handling performance. [Brief explanation of the drawings]

[0010] [Figure 1A] 1 is a perspective view showing a front part of a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention. [Figure 1B] 1 is a cross-sectional view showing the front part of a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention. [Figure 2A] 1 is a cross-sectional view showing the flow of wind when the active grill shutter is in an open state in a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention; [Figure 2B]1 is a cross-sectional view showing the flow of wind when the active grill shutter is in a closed state in a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention; [Figure 3A] 1 is a perspective view of a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention, as viewed from below. [Figure 3B] 1 is a side view showing the front part of a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention. [Figure 4] 1 is a connection diagram showing a connection configuration of a vehicle according to an embodiment of the present invention. [Figure 5A] 1 is a side view showing fluctuations in ground contact pressure when the active grille shutter is in a closed state in a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention; [Figure 5B] 1 is a side view showing fluctuations in ground contact pressure when a movable flap is raised in a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention. [Figure 6] 1 is a side view showing a movable rear mechanism disposed at the rear end of a vehicle body in a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention. [Figure 7] 4 is a graph showing the relationship between the degree of operation of the active grill shutter and the front lift force when the vehicle speed is constant in a vehicle equipped with the vehicle aerodynamic control device according to the embodiment of the present invention. [Figure 8] 4 is a graph showing the relationship between the degree of operation of the movable flap and the front lift force when the vehicle speed is constant in a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention. [Figure 9] 4 is a graph showing a change in aerodynamic force when the active grille shutter is operated at a constant vehicle speed in a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention. [Figure 10] 4 is a graph showing a change in aerodynamic force when a movable flap is operated in a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention. [Figure 11]4 is a graph showing the relationship between aerodynamic forces when the active grill shutters and the movable flaps are operated in a vehicle equipped with the vehicle aerodynamic control device according to an embodiment of the present invention. [Figure 12] 4 is a graph showing a change in aerodynamic force when a movable rear mechanism is operated at a constant vehicle speed in a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention. [Figure 13] 10 is a graph showing the aerodynamic window when the active grill shutter, the movable flap, and the movable rear mechanism are operated in cooperation in a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention. [Figure 14] 10 is a graph showing the respective regions of the aerodynamic window when the active grill shutter, the movable flap, and the movable rear mechanism are operated in cooperation in a vehicle equipped with an aerodynamic control device for a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0011] An aerodynamic control device for a vehicle 11 and a vehicle 10 according to an embodiment of the present invention will be described in detail below with reference to the drawings. In the following description, the front, rear, up, down, left and right directions are used, and left and right refer to the left and right when the vehicle 10 is viewed from the front. Furthermore, in the following description, the same components are generally designated by the same reference numerals, and repeated description will be omitted.

[0012] FIG. 1A is a perspective view showing the front part of a vehicle 10 equipped with an aerodynamic control device 11 for a vehicle.

[0013] The vehicle 10 is, for example, an engine vehicle, a BEV (Battery Electric Vehicle), an HEV (Hybrid Electric Vehicle), or a PHEV (Plug-in Hybrid Electric Vehicle).

[0014] The engine room 21 is a space formed in the front part of the vehicle 10. The engine room 21 houses an engine 24 (described later) and other components.

[0015] The grille 20 is a component installed on the front of the vehicle body 12. The grille 20 is a generally lattice- or mesh-shaped component that covers an opening formed on the front of the vehicle body 12, specifically, on the hood or bumper of the vehicle body 12. As will be described later, when the vehicle 10 is traveling, wind generated by the vehicle traveling is introduced into the engine compartment 21 via the grille 20.

[0016] FIG. 1B is a cross-sectional view showing the front part of a vehicle 10 equipped with an aerodynamic control device 11 for a vehicle.

[0017] In the engine room 21, from the front, a grille 20, a ventilation amount adjusting section 13, a radiator 22, piping 23, and an engine 24 are arranged.

[0018] The ventilation amount adjustment unit 13 is configured to adjust the amount of ventilation into the interior of the vehicle body 12, for example, into the engine compartment 21. Specifically, the ventilation amount adjustment unit 13 is disposed so as to cover the lower portion of the grille 20, and is a device that adjusts the amount of wind introduced during running through the grille 20. The ventilation amount adjustment unit 13 is disposed so as to cover the lower portion of the grille 20.

[0019] Specifically, an active grill shutter 131, for example, can be used as the ventilation rate adjustment unit 13. The active grill shutter 131 can be in an open or closed state based on instructions from the calculation control unit 15, which will be described later. When the active grill shutter 131 is in the open state, the traveling wind passes through the ventilation rate adjustment unit 13, and the traveling wind passes over the entire area of ​​the grill 20. When the active grill shutter 131 is in the closed state, the ventilation rate adjustment unit 13 blocks the traveling wind, and the traveling wind passes over only the upper portion of the grill 20. The active grill shutter 131 can achieve the open and closed states using a well-known shutter mechanism. Furthermore, the opening degree of the active grill shutter 131 can be changed in stages. The active grill shutter 131 allows a large amount of traveling wind to pass by increasing the opening area, and a small amount of traveling wind to pass by decreasing the opening area.

[0020] The radiator 22 is a heat exchange device connected to the engine 24 via piping 23. A fluid, such as water, flows through the radiator 22, piping 23, and engine 24. The fluid receives heat in the engine 24 and releases the heat in the radiator 22. As a result, thermal energy generated by the operation of the engine 24 can be released to the outside via the radiator 22, thereby cooling the engine 24.

[0021] The engine 24 is an internal combustion engine that operates by burning gasoline, diesel, mixed oil, hydrogen, or the like.

[0022] The aerodynamic control device for a vehicle 11 is an aerodynamic device provided in the aerodynamic control device for a vehicle 11. The aerodynamic control device for a vehicle 11 mainly has an airflow rate adjusting unit 13 which is an active grill shutter 131, an aerodynamic unit 14 which is a movable flap 141, and an arithmetic and control unit 15. The aerodynamic unit 14 will be described later with reference to FIG. 3B etc. The arithmetic and control unit 15 will be described later with reference to FIG. 4 etc.

[0023] In this embodiment, the active grill shutter 131 and the movable flap 141 work together to maintain a substantially constant ground contact pressure on the front tires 17. Furthermore, by combining these with a movable rear mechanism 142 (described later) and having the three work together, the absolute value of the lift force on the front and rear portions of the vehicle 10 can be varied, and further, the balance of the lift force acting on the front and rear portions of the vehicle 10 can be varied.

[0024] FIG. 2A is a cross-sectional view showing the flow of wind when the active grill shutter 131 is in the open state.

[0025] As the vehicle 10 travels, a traveling wind 191 and the like are generated. The traveling wind 191 and the like are air flows blown toward the rear of the vehicle 10.

[0026] The traveling wind 191 is blown toward the upper portion of the grille 20. No ventilation adjustment unit 13 is disposed behind the upper portion of the grille 20. Therefore, the traveling wind 191 passes through the upper portion of the grille 20, is blown against the radiator 22 to receive heat, and then exits from the lower rear portion of the engine compartment 21 below the vehicle body underside 16.

[0027] The traveling wind 192 is blown toward the lower portion of the grille 20. Here, the ventilation amount adjustment unit 13 disposed behind the lower portion of the grille 20 is in an open state, allowing ventilation. Therefore, the traveling wind 192 passes through the lower portion of the grille 20 and the ventilation amount adjustment unit 13, is blown onto the radiator 22 where it receives heat, and then exits from the lower rear portion of the engine compartment 21 below the vehicle body underside 16.

[0028] The running wind 193 is an air flow passing between the vehicle body underside 16 and the ground (not shown).

[0029] FIG. 2B is a cross-sectional view showing the flow of wind when the active grill shutter 131 is in the closed state.

[0030] The running wind 191 and the running wind 193 are the same as those in FIG. 2A.

[0031] On the other hand, the active grill shutter 131 in the closed state prevents the traveling wind 192 from entering the engine compartment 21. Therefore, the traveling wind 192 travels downward along the front surface of the vehicle body 12, and then flows rearward below the vehicle body underside 16.

[0032] 2A and 2B, the path of the traveling wind 192 differs depending on the state of the active grill shutter 131. This causes fluctuations in the lift acting on the vehicle body 12, but in this embodiment, these fluctuations can be suppressed by operating the aerodynamic unit 14, which will be described later.

[0033] 3A is a perspective view of a vehicle 10 equipped with a vehicle aerodynamic control device 11, as viewed from below. A front tire housing 25 and a rear tire housing 26 are formed in a vehicle body 12. A front tire 17, which will be described later, is disposed in the front tire housing 25. A rear tire 18, which will be described later, is disposed in the rear tire housing 26.

[0034] The aerodynamic section 14 is a device configured such that its aerodynamic effect changes as it is displaced. In this example, a movable flap 141 is used as the aerodynamic section 14. The movable flap 141 is disposed on the vehicle body underside 16 in front of the front tire housing 25. The movable flap 141 is disposed corresponding to both the left-end front tire housing 25 and the right-end front tire housing 25. As will be described later, a movable rear mechanism 142 shown in FIG. 6 can also be used as the aerodynamic section 14.

[0035] FIG. 3B is a side view showing the front part of a vehicle 10 equipped with an aerodynamic control device 11 for a vehicle.

[0036] The movable flap 141 is attached to the vehicle body underside 16 on the front side of the front tire 17. The movable flap 141 is a substantially plate-shaped member, and its front end portion is attached rotatably to the vehicle body underside 16. The rotational movement of the movable flap 141 is performed by an actuator such as a motor (not shown).

[0037] Here, when the vehicle 10 is viewed from the side, the angle formed by the movable flap 141 and the vehicle body underside 16 is defined as θ1. When the angle θ1 is 0 degrees, that is, when the largest surface of the movable flap 141 is in close contact with the vehicle body underside 16, the aerodynamic effect of the movable flap 141 is not produced, and the lift generated in the front portion of the vehicle body 12 is small. On the other hand, when the angle θ1 is the maximum angle (for example, 90 degrees), that is, when the largest surface of the movable flap 141 stands upright in relation to the vehicle body underside 16, the aerodynamic effect of the movable flap 141 is produced, and the lift generated in the front portion of the vehicle body 12 is large.

[0038] FIG. 4 is a connection diagram showing the connection configuration of the vehicle 10. As shown in FIG.

[0039] The vehicle 10 includes an arithmetic and control unit 15, a sensor 27, an active grill shutter 131, a movable flap 141, and a movable rear mechanism 142.

[0040] The calculation and control unit 15 is composed of a semiconductor element such as a CPU (Central Processing Unit). The calculation and control unit 15 may include a semiconductor storage device such as a RAM (Random Access Memory) or a ROM (Read Only Memory) as a storage unit. Such storage unit stores programs, parameters, etc. The calculation and control unit 15 executes the functions and methods described below based on the programs, parameters, etc. read from the storage unit. The calculation and control unit 15 also controls the operation of the ventilation volume adjustment unit 13 and the aerodynamic unit 14 described above. As described below, the calculation and control unit 15 changes the ventilation volume of the ventilation volume adjustment unit 13 and displaces the aerodynamic unit 14 to increase the aerodynamic effect. Furthermore, the calculation and control unit 15 reduces the angle at which the movable flap 141 rises because the lift acting on the front portion of the vehicle body 12 decreases when the opening area of ​​the active grille shutter 131 increases.

[0041] The sensor 27 is connected to an input terminal of the arithmetic and control unit 15. The sensor 27 is provided on the vehicle body 12, and measures, for example, the outside air temperature, the traveling speed, etc., and transmits information indicating these to the arithmetic and control unit 15.

[0042] The output terminal of the calculation and control unit 15 is connected to the active grill shutter 131, the movable flap 141, and the movable rear mechanism 142 (see FIG. 6). Specifically, the calculation and control unit 15 changes the state of the active grill shutter 131 shown in FIG. 2A to an open state or a closed state. The calculation and control unit 15 also adjusts the angle θ1 of the movable flap 141. Furthermore, the calculation and control unit 15 changes the angle θ2 of the movable rear mechanism 142, which will be described later.

[0043] The magnitude of the lift force during running will be described with reference to FIGS. 5A and 5B.

[0044] 5A is a side view showing the fluctuations in ground pressure when the active grill shutter 131 is in the closed state. When the active grill shutter 131 is activated and closed in response to a command from the calculation control unit 15, the traveling wind 192 flows around below the vehicle body underside 16 without entering the engine compartment 21. As a result, the lift acting on the front portion of the vehicle body 12 is reduced.

[0045] 5B is a side view showing the fluctuations in ground pressure when the movable flap 141 is raised. The calculation and control unit 15 operates the active grill shutter 131 to close the flap, causing the movable flap 141 to rise up relative to the vehicle body underside 16. In other words, the calculation and control unit 15 increases θ1 shown in FIG. 3B to, for example, about 90 degrees. When the movable flap 141 is raised up, the opposite effect occurs in terms of lift force compared to when the active grill shutter 131 is closed.

[0046] By doing as described above, fluctuations in the ground pressure of the front tires 17 can be suppressed. Specifically, with respect to the front tires 17, even if the lift decreases and the ground pressure increases when the active grill shutters 131 are closed, the lift is increased by placing the movable flaps 141 in an upright state, thereby keeping the ground pressure approximately constant. Furthermore, by employing the movable flaps 141 and a movable rear mechanism 142 (described later) as the aerodynamic section 14, both the absolute value of the lift and the front-rear balance can be varied. This matter will be described later with reference to FIG. 6 etc.

[0047] FIG. 6 is a side view showing the movable rear mechanism 142 disposed at the rear end of the vehicle body 12. As shown in FIG.

[0048] The movable rear mechanism 142 is an example of the aerodynamic section 14 described above. As described above, in principle, the movable flap 141 can be used as the aerodynamic section 14. It is also possible to use both the movable flap 141 and the movable rear mechanism 142 as the aerodynamic section 14. This makes it possible to change the absolute value of lift and the balance between the front and rear. This will be described later.

[0049] The movable rear mechanism 142 is an elongated member having a longitudinal direction along the vehicle width direction. The movable rear mechanism 142 is a substantially plate-shaped member having the largest surface facing the vertical direction. The movable rear mechanism 142 is disposed on the upper surface of the vehicle body 12 at the rear end of the vehicle.

[0050] In the movable rear mechanism 142, an actuator (not shown) changes the aerodynamic effect of the movable rear mechanism 142 based on instructions from the aforementioned calculation control unit 15. For example, the actuator (not shown) changes the height, angle θ2, position in the fore-and-aft direction, etc. of the movable rear mechanism 142. Furthermore, a wing-shaped or spoiler-shaped mechanism can be used as the movable rear mechanism 142.

[0051] The opening degree of the movable rear mechanism 142 can be linked to the above-mentioned active grill shutter 131 and movable flap 141. In this way, the absolute value and balance of lift force can be adjusted in the front and rear portions of the vehicle 10.

[0052] The movable rear mechanism 142 can change the opening degree, which is the degree of operation, from 0% to 100%. Referring to FIG. 6, when the movable rear mechanism 142 is opened to 0%, it is in close contact with the upper surface of the vehicle body 12. When the movable rear mechanism 142 is opened to 100%, the angle θ2 is at its maximum (for example, 40 degrees). The lift force generated by the movable rear mechanism 142 is negatively correlated with the opening degree of the movable rear mechanism 142. In other words, the lift force decreases as the opening degree of the movable rear mechanism 142 increases.

[0053] Fig. 7 is a graph showing the relationship between the opening degree of the active grill shutter 131 and lift force when the vehicle speed of the vehicle 10 is constant. In the graph of Fig. 7, the horizontal axis represents the opening degree, which is the degree of operation of the active grill shutter 131. The vertical axis represents the magnitude of the generated lift force.

[0054] The degree of operation of the active grill shutter 131 can be changed from 0% to 100%. An active grill shutter 131 with an activation degree of 0% allows all of the aforementioned traveling wind 192 to pass through. An active grill shutter 131 with an activation degree of 100% does not allow any of the aforementioned traveling wind 192 to pass through. The lift force generated by the active grill shutter 131 has a negative correlation with the activation degree of the active grill shutter 131. In other words, as the activation degree of the active grill shutter 131 increases, the lift force decreases.

[0055] Fig. 8 is a graph showing the relationship between the actuation degree of the movable flap 141 and lift when the vehicle speed of the vehicle 10 is constant. In the graph of Fig. 8, the horizontal axis represents the opening degree, which is the actuation degree of the movable flap 141. The vertical axis represents the magnitude of the generated lift. Here, the actuation degree of the movable flap 141 represents the magnitude of the angle θ1 at which the movable flap 141 is tilted, as shown in Fig. 3B.

[0056] The degree of actuation of the movable flap 141 can be changed from 0% to 100%. Referring to FIG. 3B, when the degree of actuation of the movable flap 141 is 0%, the movable flap 141 is in close contact with the vehicle body underside 16. When the degree of actuation of the movable flap 141 is 100%, the angle θ1 is at its maximum (for example, 90 degrees). The lift force generated by the movable flap 141 is positively correlated with the degree of actuation of the movable flap 141. In other words, as the degree of actuation of the movable flap 141 increases, the lift force acting on the front side of the vehicle 10 increases.

[0057] 9 is a graph showing the change in aerodynamic force when the active grill shutter 131 is operated at a constant vehicle speed. In this graph, the horizontal axis represents the lift acting on the front portion of the vehicle 10, and the vertical axis represents the lift acting on the rear portion of the vehicle 10.

[0058] For example, when the active grill shutter 131 is changed from a fully closed state to a fully open state, the lift acting on the front portion of the vehicle 10 increases. Conversely, when the active grill shutter 131 is changed from a fully open state to a fully closed state, the lift acting on the front portion of the vehicle 10 decreases. On the other hand, the lift acting on the rear portion of the vehicle 10 does not change even if the active grill shutter 131 is opened or closed.

[0059] 10 is a graph showing the change in aerodynamic force when the degree of actuation of the movable flap 141 is changed. In this graph, the horizontal axis represents the lift acting on the front portion of the vehicle 10, and the vertical axis represents the lift acting on the rear portion of the vehicle 10.

[0060] When the movable flap 141 is changed from a fully closed state to a fully open state by changing the degree of actuation, the lift acting on the front portion of the vehicle 10 increases. Conversely, when the movable flap 141 is changed from a fully open state to a fully closed state, the lift acting on the front portion of the vehicle 10 decreases. On the other hand, the lift acting on the rear portion of the vehicle 10 basically does not change even if the movable flap 141 is opened or closed.

[0061] 11 is a graph showing the change in aerodynamic force when the active grill shutter 131 and the movable flap 141 are operated. In this graph, the horizontal axis represents the lift acting on the front portion of the vehicle 10, and the vertical axis represents the lift acting on the rear portion of the vehicle 10.

[0062] In this embodiment, the active grill shutters 131 and the movable flaps 141 are interlocked so that the lift acting on the front portion of the vehicle 10 is constant. Furthermore, even if the degree of operation of the active grill shutters 131 and the movable flaps 141 is changed, the lift acting on the rear portion of the vehicle 10 does not change in principle.

[0063] 12 is a graph showing the change in lift acting on the rear portion of the vehicle 10 when the movable rear mechanism 142 is operated at a constant vehicle speed. In this graph, the horizontal axis represents the degree of operation of the movable rear mechanism 142, and the vertical axis represents the lift acting on the rear portion of the vehicle 10.

[0064] As is clear from Figure 12, there is a negative correlation between the degree of operation of the movable rear mechanism 142 and the lift acting on the rear portion of the vehicle 10. In other words, as the degree of operation of the movable rear mechanism 142 increases, for example, as the angle θ2 of the movable rear mechanism 142 shown in Figure 6 increases, the lift acting on the rear portion of the vehicle 10 decreases.

[0065] 13 is a graph showing the aerodynamic window when the active grill shutters 131, the movable flaps 141, and the movable rear mechanism 142 are operated in cooperation with each other. In this graph, the horizontal axis represents the lift acting on the front portion of the vehicle 10, and the vertical axis represents the lift acting on the rear portion of the vehicle 10. Here, the aerodynamic window is an area in which any aerodynamic value can be achieved by operating the active grill shutters 131, the movable flaps 141, and the movable rear mechanism 142. In this graph, the aerodynamic window is colored.

[0066] Here, the upper right edge of the aerodynamic window is indicated by condition (1), the lower right edge is indicated by condition (2), the lower left edge is indicated by condition (3), and the upper left edge is indicated by condition (4).

[0067] In condition (1), the degree of operation of the active grill shutters 131 is 0%, the degree of operation of the movable flaps 141 is 100%, and the degree of operation of the movable rear mechanism 142 is 0%. In this case, the lift force acting on the front portion of the vehicle 10 is maximum, and the lift force acting on the rear portion of the vehicle 10 is maximum.

[0068] In condition (2), the degree of operation of the active grill shutters 131 is 0%, the degree of operation of the movable flaps 141 is 100%, and the degree of operation of the movable rear mechanism 142 is 100%. In this case, the lift force acting on the front portion of the vehicle 10 is maximum, and the lift force acting on the rear portion of the vehicle 10 is minimum.

[0069] In condition (3), the degree of operation of the active grill shutters 131 is 100%, the degree of operation of the movable flaps 141 is 0%, and the degree of operation of the movable rear mechanism 142 is 100%. In this case, the lift force acting on the front portion of the vehicle 10 is minimum, and the lift force acting on the rear portion of the vehicle 10 is minimum.

[0070] In condition (4), the degree of operation of the active grill shutters 131 is 100%, the degree of operation of the movable flaps 141 is 0%, and the degree of operation of the movable rear mechanism 142 is 0%. In this case, the lift force acting on the front portion of the vehicle 10 is minimum, and the lift force acting on the rear portion of the vehicle 10 is maximum.

[0071] FIG. 14 is a graph showing the regions of the aerodynamic window when the active grill shutter 131, the movable flap 141, and the movable rear mechanism 142 are operated in cooperation with each other. Here, the aerodynamic window is hatched. Furthermore, here, the parts of the aerodynamic window that are controlled differently are shown with different hatching. The aerodynamic window shown in Figure 14 has areas (11), (12), (13), and (14). As will be described below, the calculation and control unit 15 changes the operation levels of the active grill shutters 131, the movable flaps 141, and the movable rear mechanism 142 based on the driving conditions of the vehicle 10. Here, the calculation and control unit 15 determines the driving conditions based on information input from the accelerator, brake, steering angle sensor, ABS (Anti-lock Brake System) sensor, G sensor, sensor that detects vehicle height, camera monitoring the front of the vehicle, etc. of the vehicle 10.

[0072] Region (11) is a region in which the degree of operation of the movable flap 141 is set to be greater than the degrees of operation of the active grill shutter 131 and the movable rear mechanism 142 based on instructions from the calculation control unit 15. This makes it possible to improve the driving performance of the vehicle 10 under normal driving conditions.

[0073] Region (12) is a region in which the degree of operation of the movable flap 141 and the movable rear mechanism 142 is made greater than the degree of operation of the active grill shutter 131 based on instructions from the calculation control unit 15. This improves the driving performance of the vehicle 10 when accelerating and cornering on roads with a low coefficient of friction.

[0074] Region (13) is a region in which the degree of operation of the active grill shutter 131 and the movable rear mechanism 142 is made greater than the degree of operation of the movable flap 141 based on instructions from the calculation control unit 15. This improves the driving performance of the vehicle 10 during braking and straight-line driving.

[0075] Region (14) is a region in which the degree of operation of the active grill shutter 131 is made greater than the degrees of operation of the movable flap 141 and the movable rear mechanism 142 based on instructions from the calculation control unit 15. This improves the driving performance of the vehicle 10 during emergency braking and sharp cornering.

[0076] The technical ideas that can be understood from the above-described embodiment will be described below together with their effects.

[0077] An aerodynamic control device for a vehicle according to one embodiment of the present invention comprises an airflow rate adjustment unit that adjusts the amount of airflow into the interior of the vehicle body, an aerodynamic unit that changes the aerodynamic effect by displacement, and a calculation control unit that controls the operation of the airflow rate adjustment unit and the aerodynamic unit, wherein the calculation control unit changes the airflow rate of the airflow rate adjustment unit and displaces the aerodynamic unit so as to increase the aerodynamic effect. According to the aerodynamic control device for a vehicle of the present invention, by increasing the airflow rate and increasing the aerodynamic effect, the load balance of the vehicle can be properly maintained and the ground contact pressure of each tire can be maintained at a predetermined level, thereby ensuring handling performance.

[0078] In addition, in an aerodynamic control device for a vehicle according to one embodiment of the present invention, the ventilation volume adjustment unit is an active grille shutter, the aerodynamic unit is a movable flap attached to the underside of the vehicle body, and the calculation and control unit increases the angle at which the movable flap rises when the active grille shutter is closed. According to the aerodynamic control device for a vehicle of the present invention, when the lift at the front of the vehicle decreases due to the active grille shutter being closed, the angle at which the movable flap rises is increased to increase the lift. Therefore, the lift can be kept approximately constant, and fluctuations in the ground contact pressure of the tires located at the front can be suppressed.

[0079] In addition, in an aerodynamic control device for a vehicle according to one embodiment of the present invention, the movable flap is a generally plate-shaped member whose front end is rotatably connected to the underside of the vehicle body. According to the aerodynamic control device for a vehicle of the present invention, because the movable flap is generally plate-shaped, lift can be effectively generated by raising the movable flap to an upright position.

[0080] In addition, in an aerodynamic control device for a vehicle according to one embodiment of the present invention, the movable flap is disposed in front of the front tire. According to the aerodynamic control device for a vehicle of the present invention, the effect of effectively generating lift can be made remarkable.

[0081] In addition, in an aerodynamic control device for a vehicle according to one embodiment of the present invention, the aerodynamic section includes a movable rear mechanism. According to the aerodynamic control device for a vehicle of the present invention, the movable rear mechanism increases the ground contact pressure of the rear tire, thereby further improving handling performance.

[0082] In addition, in an aerodynamic control device for a vehicle according to an embodiment of the present invention, the arithmetic control unit sets the degree of actuation of the movable flap to be greater than the degrees of actuation of the active grille shutter and the movable rear mechanism. According to the aerodynamic control device for a vehicle of the present invention, it is possible to improve the driving performance of the vehicle under normal driving conditions.

[0083] In addition, in an aerodynamic control device for a vehicle according to one embodiment of the present invention, the calculation control unit sets the degree of actuation of the movable flap and the movable rear mechanism to be greater than the degree of actuation of the active grille shutter. The aerodynamic control device for a vehicle of the present invention can improve the driving performance of the vehicle during acceleration while driving and when cornering on a road with a low friction coefficient.

[0084] In addition, in an aerodynamic control device for a vehicle according to an embodiment of the present invention, the calculation control unit sets the degree of actuation of the active grille shutter and the movable rear mechanism to be greater than the degree of actuation of the movable flap. The aerodynamic control device for a vehicle of the present invention can improve the running performance of the vehicle during braking and straight-line running.

[0085] In addition, in an aerodynamic control device for a vehicle according to one embodiment of the present invention, the calculation control unit sets the degree of operation of the active grille shutter to be greater than the degrees of operation of the movable flap and the movable rear mechanism. The aerodynamic control device for a vehicle of the present invention can improve the driving performance of the vehicle during emergency braking and sharp cornering.

[0086] Although the embodiments of the present invention have been described above, the present invention is not limited to these and can be modified within the scope of the present invention. In addition, the above-described embodiments can be combined with each other.

[0087] 1B, in this embodiment, the active grill shutter 131 is disposed so as to cover the lower portion of the grill 20 from behind, but this configuration can be changed. Specifically, the active grill shutter 131 can be disposed so as to cover the entire grill 20 from behind. [Explanation of symbols]

[0088] 10 vehicles 11. Aerodynamic control device for vehicle 12 Body 13 Ventilation volume adjustment section 131 Active Grill Shutter 14 Aerodynamics Section 141 Movable flap 142 Movable rear mechanism 15 Calculation control unit 16 Underside of the vehicle 17 Front tire 18 Rear Tire 191 Running wind 192 Running wind 193 Running wind 20 Grill 21 Engine Room 22 Radiator 23 Piping 24 Engine 25 Front tire house 26 Rear tire house 27 Sensors

Claims

1. a ventilation amount adjusting unit that adjusts the amount of ventilation into the interior of the vehicle body; an aerodynamic section whose aerodynamic effect changes as it is displaced; an arithmetic control unit that controls the operation of the ventilation volume adjustment unit and the aerodynamic unit, The arithmetic control unit changes the ventilation volume of the ventilation volume adjusting unit and displaces the aerodynamic unit so as to increase the aerodynamic effect.

2. the ventilation volume adjusting unit is an active grille shutter, the aerodynamic portion is a movable flap attached to the underside of the vehicle body, 2. The aerodynamic control device for a vehicle according to claim 1, wherein the calculation control unit increases the angle at which the movable flap rises when the active grill shutter is in the closed state.

3. 3. The aerodynamic control device for a vehicle according to claim 2, wherein the movable flap is a substantially plate-shaped member whose front end is rotatably connected to the underside of the vehicle body.

4. 4. The aerodynamic control device for a vehicle according to claim 2, wherein the movable flap is disposed in front of a front tire.

5. the ventilation volume adjusting unit is an active grille shutter, 2. The aerodynamic control device for a vehicle according to claim 1, wherein the aerodynamic portion includes a movable flap and a movable rear mechanism.

6. 6. The aerodynamic control device for a vehicle according to claim 5, wherein the calculation control unit sets the degree of operation of the movable flap to be greater than the degrees of operation of the active grille shutter and the movable rear mechanism.

7. 6. The aerodynamic control device for a vehicle according to claim 5, wherein the arithmetic and control unit sets the degree of operation of the movable flap and the movable rear mechanism to be greater than the degree of operation of the active grille shutter.

8. 6. The aerodynamic control device for a vehicle according to claim 5, wherein the calculation control unit sets the degree of operation of the active grill shutter and the movable rear mechanism to be greater than the degree of operation of the movable flap.

9. 6. The aerodynamic control device for a vehicle according to claim 5, wherein the calculation control unit sets the degree of operation of the active grille shutter to be greater than the degrees of operation of the movable flap and the movable rear mechanism.

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