Front rectification variable control device for vehicle

Abstract

To provide a vehicular front straightening variable control device capable of switching a mode for improving fuel consumption by straightening air flowing into a lower part of a vehicle body from the front of the vehicle and reducing air resistance according to a traveling state.SOLUTION: When a detection result input from a temperature sensor is lower than a threshold temperature, a first operation mode is executed in which the flap is raised to take outside air into the air guiding hole, and when the detection result is equal to or higher than the threshold temperature, a second operation mode is executed in which the upper opening is closed by the flap and the flap is projected below the vehicle body front part to form an air dam.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a front rectification variable control device for a vehicle that is provided at the front of the vehicle body. [Background technology]

[0002] In vehicles such as automobiles, the air resistance that the vehicle body experiences while driving significantly affects driving stability and fuel efficiency. One well-known method for reducing this air resistance is to use a straightening mechanism that controls the air flow while the vehicle is moving.

[0003] For example, Patent Document 1 discloses a technology for the up-and-down mechanism of a movable grill-linked air spoiler that uses multiple actuators to simultaneously drive and control the grill shutter and air spoiler, thereby performing radiator temperature control and aerodynamic control appropriate for the driving conditions.

[0004] Furthermore, for example, Patent Document 2 discloses a radiator shutter-linked spoiler structure that discloses a linking configuration and control method for an integrally formed radiator shutter and spoiler. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Utility Model Application Publication No. 57-170381 [Patent Document 2] Japanese Utility Model Application Publication No. 63-180424 Summary of the Invention [Problem to be solved by the invention]

[0006] However, in the technologies disclosed in Patent Documents 1 and 2, the spoiler moves downward when the vehicle is traveling at high speeds, improving handling stability. However, there is a problem in that the spoiler blocks the air flowing from the front of the vehicle into the underside of the vehicle body, and the resulting wind pressure increases air resistance, thereby worsening fuel efficiency.

[0007] Therefore, in consideration of the above circumstances, the object of the present invention is to provide a front rectification variable control device for a vehicle that switches modes depending on the driving conditions to improve handling stability and rectify the air flowing from the front of the vehicle into the underside of the vehicle body, thereby reducing air resistance and improving fuel efficiency. [Means for solving the problem]

[0008] One embodiment of the front rectification variable control device for a vehicle of the present invention comprises a flap that opens and closes the upper opening of an air guide hole that has openings at the top and bottom and is provided below a grill opening at the front of the vehicle body, an actuator that drives the flap, and a control unit that drives and controls the actuator, wherein the control unit executes a first operating mode in which, when the detection result input from a temperature sensor that detects the temperature of a specified object in the engine compartment is below a threshold temperature, the control unit raises the flap toward the grill opening to open the upper opening and take in outside air from the front into the air guide hole, and when the detection result is above the threshold temperature, the control unit executes a second operating mode in which the flap closes the upper opening and protrudes below the front of the vehicle body to form an air dam. [Effects of the Invention]

[0009] According to the present invention, it is possible to provide a front rectification variable control device for a vehicle that switches modes depending on driving conditions to improve handling stability and rectify the air flowing from the front of the vehicle into the underside of the vehicle body to reduce air resistance and improve fuel efficiency. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a front view showing the front body of an automobile provided with a front rectification variable control device for a vehicle according to one embodiment of the present invention. [Figure 2] 1 AA sectional view showing the first operating mode of the front rectification variable control device of the vehicle. [Figure 3] 1 AA sectional view showing the second operating mode of the front rectification variable control device of the vehicle. [Figure 4]FIG. 10 shows a configuration for driving the opening / closing member up and down by an actuator. [Figure 5] A block diagram showing the configuration of the front rectification variable control device of the vehicle. [Figure 6] FIG. 10 is a flowchart showing the control procedure by the control unit. [Figure 7] FIG. 10 is a cross-sectional view showing a first operating mode of a front rectification variable control device of a vehicle according to a modified example. [Figure 8] FIG. 10 is a cross-sectional view showing a second operating mode of the front rectification variable control device of the vehicle according to the modified example. [Figure 9] FIG. 10 is a diagram showing a configuration in which an opening / closing member is driven up and down by an actuator according to a modified example. [Figure 10] FIG. 10 is a block diagram showing the configuration of a modified example of a front rectification variable control device for a vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0011] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First, the configuration of a front rectification variable control device 20 for a vehicle 1 according to an embodiment of the present invention will be described with reference to FIGS.

[0012] In the figure, arrows F and R indicate the longitudinal direction of the vehicle. The direction of arrow F indicates the front of the vehicle. The direction of arrow R indicates the rear of the vehicle. Furthermore, arrows RH and LH indicate the width direction of the vehicle. The direction of arrow RH indicates the right direction of the vehicle. The direction of arrow LH indicates the left direction of the vehicle. In addition, a position (arrow U) that is away from the road surface 100 (see Figure 1) relative to a reference position is referred to as "upper." Furthermore, a position (arrow D) that is closer to the road surface 100 relative to the reference position is referred to as "lower."

[0013] As shown in FIG. 1, the front body 2 of the vehicle 1 has a hood (also called a bonnet) 4, a pair of left and right front fenders 5, and a front bumper face 10. The hood 4 is a cover member that can be opened and closed to cover an opening at the top of the vehicle surrounded by the left and right front fenders 5. The left and right front fenders 5 are disposed above the front wheels 3. The front bumper face 10 is disposed so as to cover the forward openings in the left and right front fenders 5. In addition, the front body 2 is provided with a pair of left and right headlight units 6 disposed at both ends in the vehicle width direction. The left and right headlight units 6 are surrounded by the hood 4, the front fenders 5, and the front bumper face 10.

[0014] The front body 2 has an upper grill opening 7 and a lower grill opening 11 on a front bumper face 10 located approximately in the center in the vehicle width direction. The upper grill opening 7 and the lower grill opening 11 are air intakes that take in outside air into the engine compartment (interior).

[0015] The upper grill opening 7 is formed in the upper part of the front bumper face 10. The opening shape of the upper grill opening 7 is formed by a front grille, a hood bonnet garnish, etc. (not shown) that are attached to the front bumper face 10. The upper grill opening 7 is formed in a position facing a heat exchanger, mainly a radiator, that is arranged inside the engine compartment of the front part 2 of the vehicle body.

[0016] The lower grill opening 11 is formed in the lower part of the front bumper face 10. The lower grill opening 11 is formed in a position facing a heat exchanger, such as an intercooler, arranged inside the engine compartment of the front part 2 of the vehicle body.

[0017] As shown in Fig. 2, the front bumper face 10 has air guide holes 12 that constitute air ducts formed in the vertical direction at a midpoint in the front-to-rear direction below the lower grill opening 11. An upper opening 13 and a lower opening 14 of the air guide holes 12 are formed in the front bumper face 10.

[0018] Furthermore, the front bumper face 10 is provided with front and rear partition plates 15, 16 extending from the upper opening 13 to the lower opening 14. Therefore, the air guide hole 12 opens through the upper opening 13 and the lower opening 14 in the front bumper face 10, and is formed by the front and rear partition plates 15, 16.

[0019] The front bumper face 10 may also be provided with partition plates extending from the upper opening 13 to the lower opening 14 on both sides of the vehicle width direction within the range of the upper grill opening 7. In this case, the air guide holes 12 are opened through the upper opening 13 and the lower opening 14 in the front bumper face 10, and are formed by the front, rear, left and right partition plates (15, 16).

[0020] In the vehicle 1, an undercover 18 made of a plate-like member is disposed from the lower rear end of the front bumper face 10. This undercover 18 forms the bottom surface by covering part or all of the engine, which is the prime mover.

[0021] The prime mover includes, but is not limited to, an internal combustion engine, and also includes the engine and motor of a hybrid vehicle as a drive source. The drive source may also be a motor used in an electric vehicle.

[0022] The under-cover 18 protects the bottom surface of the prime mover (engine, etc.) disposed in the engine compartment. In addition, the under-cover 18 has the function of rectifying the outside air (AIR) passing under the vehicle. The under-cover 18 extends from the front body 2 of the vehicle 1 to the positions of the left and right front wheels 3.

[0023] The under-cover 18 also has a shape that slopes downward from the front toward the middle of the vehicle 1. That is, the under-cover 18 has a slope that slopes downward from the front portion of the front bumper face 10. This sloped surface on the front front of the under-cover 18 is a surface that extends from the front bumper face 10 toward the lower side of the vehicle body when viewed from the front of the vehicle 1.

[0024] A front rectification variable control device 20 of this embodiment is disposed in an air guide hole 12 formed below a lower grill opening 11 in a front bumper face 10 of a vehicle 1. The front rectification variable control device 20 has an up-and-down moving flap 21 provided in the air guide hole 12 of the front bumper face 10.

[0025] 2 and 3, the vertically movable flap 21 is a plate body with an inverted L-shaped cross section formed so that the opening / closing plate portion 22 and the wind receiving plate portion 23 intersect at a substantially right angle. The vertically movable flap 21 has the same length in the vehicle width direction as a heat exchanger such as a radiator or intercooler (not shown).

[0026] The opening / closing plate 22 is a cover extending in the approximately longitudinal direction of the vehicle 1, and in this case is a plate body forming the short side. The wind receiving plate 23 is extended in the vertical direction along the air guide hole 12, and in this case is a plate body forming the long side. The wind receiving plate 23 has approximately the same length as the air guide hole 12.

[0027] When the vertically movable flap 21 moves upward, the upper opening 13 and the lower opening 14 are opened as shown in Fig. 2. That is, the air guide hole 12 is open at the top and bottom.

[0028] In this way, the state in which the vertically movable flap 21 moves upward and the top and bottom of the air guide hole 12 are open is the first operating mode of the front rectification variable control device 20. The first operating mode will be described in detail later.

[0029] When the vertically movable flap 21 moves downward, the upper opening 13 is closed by the opening / closing plate portion 22 of the vertically movable flap 21, and the lower opening 14 is opened, as shown in Fig. 3. That is, the upper part of the air guide hole 12 is closed, and the lower part is open.

[0030] In this way, the state in which the vertically movable flap 21 moves downward and only the lower part of the air guide hole 12 is open is the second operation mode of the front variable rectification control device 20. The second operation mode will also be described in detail later.

[0031] As shown in Figure 4, the vertical movement of the vertically moving flap 21 is driven by an actuator 25 such as a motor via a rack and pinion mechanism. Specifically, the rack and pinion mechanism is made up of a pinion gear 26 and a rack gear 27 of the actuator 25. In this example, the pinion gear 26 is provided on the motor shaft. The pinion gear 26 is provided on the wind receiving plate portion 23 of the vertically moving flap 21.

[0032] That is, the vertically moving flap 21 moves up and down by converting the rotational force of the actuator 25 into linear movement by the rack and pinion mechanism. This vertically moving flap 21 is disposed inside the air guide hole 12.

[0033] The vertically movable flap 21 is engaged with a part (not shown), such as a slider rail, of the rear partition plate 16 that forms the air guide hole 12, and is provided so as to be able to slide up and down. Therefore, the vertically movable flap 21 is disposed opposite the rear partition plate 16, with the air receiving plate portion 23 being brought closer to the rear partition plate 16. Therefore, a space is formed in the air guide hole 12, with the front surface of the air receiving plate portion 23 of the vertically movable flap 21 spaced apart from the front partition plate 15.

[0034] The actuator 25 that drives the up-and-down moving flap 21 is controlled by an ECU 31, which is a control unit, as shown in Fig. 5. This ECU 31 constitutes an electronic control unit having, for example, an information processing means such as a CPU, storage means such as a RAM and a ROM, an input / output interface, etc.

[0035] An actuator 25 is connected to the output side of the ECU 31. A vehicle speed sensor 32 that detects the vehicle speed V of the vehicle 1, a water temperature sensor 33 that detects the temperatures of predetermined objects in the engine compartment, an engine (E / G) oil temperature sensor 34, a transmission (T / M) oil temperature sensor 35, and a differential gear oil temperature sensor 36 are connected to the input side of the ECU 31.

[0036] Based on the detection results of the sensors 32, 33 (34 to 36), the ECU 31 drives the actuator 25 to control the up and down movement of the up and down moving flap 21. Note that the ECU 31 is set with a predetermined threshold temperature αt, which will be described later and which serves as a reference for drive control of the up and down moving flap 21.

[0037] Furthermore, ECU 31 exchanges various signals with locator unit 37. Locator unit 37 has a built-in GNSS sensor (not shown), and calculates the position of vehicle 1 by sensing information from a high-precision road map database (road map DB) 38 and the GNSS sensor.

[0038] The GNSS sensor receives positioning signals transmitted from a plurality of positioning satellites, and the ECU 31 senses position information (latitude, longitude, altitude, etc.) of the vehicle 1 from the positioning signals received by the GNSS sensor.

[0039] The road map DB 38 is a large-capacity storage medium such as a HDD. High-precision road map information (dynamic map) is stored in the road map DB 38. The road map DB 38 also contains information on public roads, expressways, racing circuits, various facilities, parking lots, and the like.

[0040] For example, based on a request signal from ECU 31, road map DB 38 outputs road map information measured by the GNSS sensor of locator unit 37 to locator unit 37. Then, locator unit 37 outputs the position information of vehicle 1 and the road map information to ECU 31.

[0041] Next, an example of drive control of the up-and-down moving flap 21 by the ECU 31 of the front rectification variable control device 20 will be described below based on the routine of step S in the flowchart of FIG.

[0042] First, the ECU 31 of the front rectification variable control device 20 acquires the position information of the vehicle 1 (S1). Here, the ECU 31 acquires the position information of the vehicle 1 from a positioning signal input from the locator unit 37 based on the positioning received by the GNSS sensor.

[0043] Next, the ECU 31 determines whether the vehicle 1 is traveling on an expressway based on the acquired position information of the vehicle 1 (S2). Here, the ECU 31 determines whether the vehicle 1 is traveling on an expressway based on the position information of the vehicle 1 and the road map information in the road map DB 38.

[0044] In step S2, if the vehicle 1 is traveling on a highway (step S2: YES), the ECU 31 executes the first operation mode (S3), proceeds to the determination routine of step S1, and returns the control process. Note that the operation and effect of the ECU 31 executing the first operation mode to drive and control the up-down moving flap 21 will be described later.

[0045] Furthermore, in step S2, if the vehicle 1 is not traveling on a highway (step S2: NO), the ECU 31 proceeds to the routine of step S4.

[0046] In step S4, the ECU 31 determines whether the temperature T of the engine cooling water (coolant) is less than a predetermined threshold temperature αt (T<αt1) based on the detection signal input from the water temperature sensor 33 (S4). The predetermined threshold temperature αt is set to, for example, 108°C. When the temperature T of the engine cooling water is less than the predetermined threshold temperature αt (for example, less than 108°C), for example, the engine is not at a high temperature and the temperature T of the engine cooling water is stable.

[0047] In step S4, if the temperature T of the engine cooling water is lower than a predetermined threshold temperature αt (e.g., 108°C) (step S4: YES), the ECU 31 executes the first operating mode (S3), proceeds to the judgment routine of step S1, and returns the control processing.

[0048] Furthermore, in step S4, if the temperature T of the engine cooling water is equal to or higher than a predetermined threshold temperature αt (for example, 108°C) (step S4: NO), the ECU 31 executes the second operation mode (S5), proceeds to the determination routine of step S1, and returns the control process. Note that the operation and effect of the ECU 31 executing the second operation mode to drive and control the up-down moving flap 21 will be described later.

[0049] In the judgment routine of step S4, in addition to the temperature T of the engine cooling water, the temperatures of the engine (E / G) oil, the transmission (T / M) oil, and the differential gear oil may be set to predetermined threshold temperatures in the ECU 31, and the ECU 31 may determine whether or not the temperatures are below each predetermined threshold temperature.

[0050] That is, the ECU 31 may determine whether the temperature of the engine oil, transmission oil, or differential gear oil is below a predetermined threshold temperature set for each of the various temperature sensors, namely, the engine oil temperature sensor 34, the transmission oil temperature sensor 35, or the differential gear oil temperature sensor 36, which detect the temperature of a predetermined object in the engine compartment.

[0051] In this case, the ECU 31 determines whether the temperature of any of the engine coolant, engine oil, transmission oil, and differential gear oil is lower than a predetermined threshold temperature set for each of them.

[0052] Next, the operation and function of the vertically moving flap 21 in each mode executed by the ECU 31 of the front variable rectification control device 20 will be described. (First operating mode)

[0053] In the first operation mode, as shown in FIG. 2, the vertically movable flap 21 moves upward, so that the top and bottom of the air guide holes 12 in the front bumper face 10 are opened.

[0054] Specifically, the ECU 31 controls the actuator 25 so that the vertically moving flap 21 moves upward.

[0055] At this time, the opening / closing plate portion 22 of the vertically movable flap 21 also rises, thereby opening the upper opening 13 of the front bumper face 10. As a result, the air guide hole 12 is open at both the top and bottom.

[0056] In this state, the wind receiving plate portion 23 of the vertically moving flap 21 protrudes a predetermined length from the upper surface of the front bumper face 10. In other words, the wind receiving plate portion 23 stands upright a predetermined length within the upper lower grill opening 11. In the following explanation, the upper surface of the front bumper face 10 refers to the lower surface that forms the lower grill opening 11.

[0057] The first operating mode is a driving mode on an expressway where the vehicle 1 frequently travels straight, or on an ordinary road where the temperature T of the engine cooling water is stable.

[0058] In the first operating mode, as the vertically movable flap 21 rises, part of the outside air (AIR) from the front introduced into the lower grill opening 11 is blocked by the air receiving plate portion 23 of the vertically movable flap 21 that protrudes from the front bumper face 10 into the lower grill opening 11. Then, part of the outside air (AIR) flows into the air guide hole 12 with the upper opening 13 open. The rest of the outside air (AIR) introduced into the lower grill opening 11 flows into the engine compartment.

[0059] That is, of the outside air (AIR) introduced into the lower grill opening 11, the airflow on the lower side near the front bumper face 10 collides with the air receiving plate portion 23 of the vertically moving flap 21 that protrudes upward, and is introduced into the air guide holes 12 from the upper opening 13. Therefore, the outside air (AIR1) that flows into the air guide holes 12 is discharged from the lower opening 14. That is, the outside air (AIR1) that flows into the air guide holes 12 is ejected from below through the front bumper face 10.

[0060] The outside air (AIR1) ejected downward from the front bumper face 10 collides with the outside air (AIR) from the front flowing below the front bumper face 10, and is rectified into an airflow (AIR2) diagonally downward toward the rear. Therefore, the outside air (AIR) does not collide head-on with the front portion of the under-cover 18 of the vehicle 1, and an airflow (AIR2) is generated along the undersurface of the under-cover 18. This reduces air resistance caused by the outside air (AIR) colliding head-on with the underside of the vehicle 1, particularly the under-cover 18. As a result, the fuel efficiency of the vehicle 1 is improved. (Second operating mode)

[0061] In the second operation mode, as shown in FIG. 3, the vertically movable flap 21 moves downward, thereby closing the upper portion of the air guide hole 12 in the front bumper face 10 and opening the lower portion.

[0062] Specifically, the ECU 31 controls the actuator 25 to move the vertically movable flap 21 downward. At this time, the opening / closing plate portion 22 of the vertically movable flap 21 also descends, covering and closing the upper opening 13 of the front bumper face 10. As a result, the upper side of the air guide hole 12 is closed, and only the lower side is open.

[0063] In this state, the wind receiving plate portion 23 of the vertically moving flap 21 protrudes from the lower surface of the front bumper face 10 by a predetermined length.

[0064] The second operating mode is a driving mode in which the engine is loaded and the temperature T of the engine coolant becomes high during sport driving, driving uphill on a mountain pass, or the like.

[0065] In this second operating mode, the vertically moving flap 21 descends, causing the airflow of outside air (AIR) from the front flowing near the underside of the front bumper face 10 to collide with the downwardly protruding wind receiving plate portion 23 of the vertically moving flap 21, causing the outside air (AIR) to flow downward (AIR3).

[0066] The wind receiving plate 23 protruding downward from the front bumper face 10 serves as a so-called air dam, which separates the airflow of outside air (AIR) flowing from the front to the rear, generating negative pressure under the floor on the lower surface of the front part of the under-cover 18. As a result, the generation of downforce in the vehicle 1 is improved, and the handling stability is improved.

[0067] In addition, the outside air (AIR) introduced from the front into the lower grill opening 11 flows into the engine compartment without being blocked because the vertically movable flap 21 is lowered.

[0068] In this way, the front rectification variable control device 20 of the vehicle 1 first determines whether the current driving scene of the vehicle 1 is an expressway or an ordinary road. In this determination, various driving scenes such as a circuit, a mountain pass, etc., in addition to an expressway, may be detected from the map information.

[0069] Then, in the front rectification variable control device 20, when there is sufficient cooling capacity in the engine compartment of the front body 2 and the temperature T of the engine cooling water is at an appropriate temperature that is less than a predetermined threshold temperature αt (e.g., 108°C) (αt<108°C), the ECU 31 executes the first operating mode.

[0070] In addition, when the temperature T of the engine cooling water is at an inappropriate temperature higher than a predetermined threshold temperature αt (e.g., 108°C) (αt≧108°C), which means that cooling in the engine compartment of the front part 2 of the vehicle body is considered to be severe, the ECU 31 executes the second operating mode.

[0071] As described above, the front rectification variable control device 20 of the vehicle 1 controls the flow under the front bumper face 10 depending on the driving conditions, and executes a first operating mode that reduces air resistance and improves fuel efficiency when driving on expressways or general roads where straight driving is frequent, and executes a second operating mode that generates downforce to reduce front lift and improve handling stability when driving in sports mode or uphill on mountain passes, etc. (Variation)

[0072] 7 to 10, a modified example of the front rectification variable control device 20 of the vehicle 1 according to this embodiment will be described. The front rectification variable control device 20 of this modified example has an upper flap 41 rotatably provided on the rear edge of the upper opening 13 of the front bumper face 10, and a lower flap 42 rotatably provided on the rear edge of the lower opening 14.

[0073] The upper flap 41 is a lid that opens and closes the upper opening 13, and is a plate body that, when rotated upward as shown in Fig. 7, allows outside air (AIR) to collide with the upper flap 41 when the upper opening 13 is open and to be introduced into the air guide holes 12 from the upper opening 13. That is, the upper flap 41 stands upright inside the lower grill opening 11 on the upper side when the upper opening 13 is open.

[0074] The lower flap 42 is provided at the bottom of the front bumper face 10, and is a plate body that serves as an air dam when rotated downward as shown in FIG.

[0075] The upper flap 41 and the lower flap 42 have the same length in the vehicle width direction as a heat exchanger such as a radiator or an intercooler (not shown). Note that the lower flap 42 does not necessarily have to have the same length in the vehicle width direction as the heat exchanger.

[0076] The upper flap 41 and the lower flap 42 are driven by an actuator 45 such as a motor and a gear train, as shown in Fig. 9. Specifically, the gear train is made up of a gear 46 attached to the motor shaft of the actuator 45, two-row gears 43 and 47 that rotate the upper flap 41, and three-row gears 44, 48, and 49 that rotate the lower flap 42.

[0077] A gear 43 is provided on the rotation shaft of the upper flap 41, and a gear 44 is provided on the rotation shaft of the lower flap .

[0078] In this way, the upper flap 41 and the lower flap 42 rotate in opposite directions due to the two-row gears 43 and 47 and the three-row gears 44, 48, and 49 that are rotated by the gear 46 of the actuator 45. Furthermore, the sizes of the two-row gears 43 and 47 and the three-row gears 44, 48, and 49 are appropriately set so that the rotation angles of the upper flap 41 and the lower flap 42 with respect to the rotation of the gear 46 of the actuator 45 differ.

[0079] In this way, the actuator 45 can rotate the upper flap 41 and the lower flap 42 by the gear train of the two-row gears 43 and 47 and the three-row gears 44, 48 and 49, using a single (single) actuator.

[0080] In the front rectification variable control device 20 of this modified example, the actuator 45 that drives the upper flap 41 and the lower flap 42 is also controlled by the ECU 31, which is the control unit, as shown in Figure 10. Furthermore, since the other components of the front rectification variable control device 20 are the same as those described in the above embodiment, explanation of those components will be omitted.

[0081] In the front rectification variable control device 20 of this modified example described above, in the first operating mode executed by the ECU 31, the upper flap 41 rotates upward to open the upper opening 13 of the front bumper face 10, as shown in Fig. 7. Also, in the first operating mode executed by the ECU 31, the front rectification variable control device 20 rotates the lower flap 42 rearward toward the under-cover 18.

[0082] In this way, when the upper flap 41 rotates upward and the lower flap 42 rotates rearward, the upper opening 13 and the lower opening 14 of the front bumper face 10 are opened. That is, the upper and lower openings of the air guide hole 12 are open. The state in which the upper and lower openings of the air guide hole 12 are open corresponds to the first operating mode of the front rectification variable control device 20.

[0083] Furthermore, in the front rectification variable control device 20, in the second operation mode executed by the ECU 31, the upper flap 41 rotates forward to close the upper opening 13 of the front bumper face 10. Furthermore, in the front rectification variable control device 20, in the second operation mode executed by the ECU 31, the lower flap 42 rotates downward toward the under-cover 18 side.

[0084] In this way, when the upper flap 41 rotates forward and the lower flap 42 rotates downward, the upper opening 13 of the front bumper face 10 is blocked by the upper flap 41, and the lower opening 14 is open. That is, the upper part of the air guide hole 12 is closed and the lower part is open. The state in which only the lower opening 14 of the air guide hole 12 is open corresponds to the second operating mode of the front rectification variable control device 20.

[0085] In the first operating mode of the front rectification variable control device 20 of this modified example, the upper flap 41 rotates upward, so that a portion of the outside air (AIR) from the front that is introduced into the lower grill opening 11 is blocked by the upper flap 41. Then, a portion of the outside air (AIR) flows into the air guide hole 12 with the upper opening 13 open.

[0086] That is, of the outside air (AIR) introduced into the lower grill opening 11, the airflow on the lower side near the front bumper face 10 collides with the wall surface of the upper flap 41 that rises upward, and is introduced into the air guide hole 12 from the upper opening 13. Therefore, the outside air (AIR1) that has flowed into the air guide hole 12 is discharged from the lower opening 14.

[0087] As a result, the outside air (AIR1) ejected downward from the front bumper face 10 collides with the outside air (AIR) from the front flowing below the front bumper face 10, and is rectified into an airflow (AIR2) diagonally downward and rearward. Therefore, the outside air (AIR) does not collide head-on with the front portion of the under-cover 18 of the vehicle 1, and an airflow (AIR2) is generated along the undersurface of the under-cover 18. This reduces air resistance caused by the outside air (AIR) colliding head-on with the lower part of the vehicle 1, particularly the under-cover 18. As a result, the fuel efficiency of the vehicle 1 is improved.

[0088] In the second operating mode of the front rectification variable control device 20 of this modified example, the lower flap 42 rotates downward, causing the airflow of outside air (AIR) from the front flowing near the underside of the front bumper face 10 to collide with the wall surface of the downwardly protruding lower flap 42, causing the outside air (AIR) to flow downward (AIR3).

[0089] The wind receiving plate 23 protruding downward from the front bumper face 10 serves as a so-called air dam, which separates the airflow of outside air (AIR) flowing from the front to the rear, generating negative pressure under the floor on the lower surface of the front part of the under-cover 18. As a result, the generation of downforce in the vehicle 1 is improved, and the handling stability is improved.

[0090] In addition, the outside air (AIR) introduced from the front into the lower grill opening 11 flows into the engine compartment without being blocked because the vertically movable flap 21 is lowered.

[0091] In this way, the front rectification variable control device 20 of this modified example also controls the flow below the front bumper face 10 depending on the driving conditions, and executes a first operating mode that reduces air resistance and improves fuel efficiency when driving on expressway general roads or general roads where straight driving is frequent, and executes a second operating mode that generates downforce to reduce front lift and improve handling stability when driving in a sporty manner or driving uphill on a mountain pass, etc.

[0092] The front rectification variable control device 20 of the vehicle 1 in this embodiment and the modified example is mainly composed of at least the vertically movable flap 21 or either the upper flap 41 or the lower flap 42, the actuator 25, and the ECU 31. The front rectification variable control device 20 of the vehicle 1 may also be configured to include the air guide hole 12 in the front bumper face 10.

[0093] Furthermore, the front rectification variable control device 20 of the vehicle 1 may be configured to include a water temperature sensor 33, an engine oil temperature sensor 34, a transmission oil temperature sensor 35, or a differential gear oil temperature sensor 36. The front rectification variable control device 20 of the vehicle 1 may also be configured to include a locator unit 37 and a high-precision road map DB 38.

[0094] It should be noted that the above-mentioned actuators 25, 45 can be various types of actuators, such as electric, electromagnetic, hydraulic, pneumatic, etc., including solenoids, power cylinders, linear actuators, etc., in addition to motors. In addition, in the front rectification variable control device 20, the mechanism that drives the up-and-down moving flap 21 or the upper flap 41 and lower flap 42 of the modified example by the driving force of the actuators 25, 45 is not limited to a rack-and-pinion mechanism or a gear train mechanism, but may be a well-known mechanism such as a link mechanism.

[0095] Furthermore, the ECU 31, which is the control unit of the front rectification variable control device 20, has a processor including a central processing unit (CPU) and storage devices such as ROM and RAM. Furthermore, all or part of the configuration of the processor's multiple circuits may be implemented by software. For example, the CPU may read and execute various programs corresponding to each function stored in ROM. Furthermore, all or part of the functions of the processor may be implemented by logic circuits or analog circuits, and the processing of the various programs may be implemented by electronic circuits such as FPGAs.

[0096] The invention described in the above embodiments is not limited to those embodiments, and various modifications can be made in the implementation stage without departing from the gist of the invention. Furthermore, each of the above embodiments includes inventions at various stages, and various inventions can be extracted by appropriate combinations of the disclosed multiple constituent elements.

[0097] For example, if some constituent elements are deleted from all the constituent elements shown in each form, and the stated problem can still be solved and the stated effect can still be obtained, then the configuration from which these constituent elements have been deleted can be extracted as an invention. [Explanation of symbols]

[0098] 1. Vehicle 2. Front of vehicle 3. Front wheel 4. Food 5. Front fender 6 Headlight unit 7. Upper grill opening 10. Front bumper face 11 Lower grill opening 12...Air guide hole 13. Top opening 14 Bottom opening 15,16 Divider 18···Undercover 20. Front rectification variable control device 21. Up and down moving flap 22 Opening and closing plate 23...Wind receiving plate part 25,45... actuator 26 Pinion gear 27 Rack gear 31 ECU 32 Vehicle speed sensor 33 Water temperature sensor 34 Engine oil temperature sensor 35 Transmission oil temperature sensor 36 Differential gear oil temperature sensor 37 Locator unit 38 High-precision road map database 41···Top flap 42 Bottom flap 43, 44, 46, 48, 49 gears 45 Actuator 46 gear 100...road surface T...Temperature αt: threshold temperature

Claims

1. a flap for opening and closing an upper opening of a wind guide hole provided below a grill opening at the front of the vehicle body and having openings at the top and bottom; an actuator that drives the flap; a control unit that controls the driving of the actuator; Equipped with The control unit executes a first operating mode in which, when the detection result input from a temperature sensor that detects the temperature of a specified object in the engine compartment is below a threshold temperature, the flap is raised toward the grill opening, the upper opening is opened, and outside air from the front is taken into the air guide hole, and when the detection result is above the threshold temperature, the control unit executes a second operating mode in which the flap closes the upper opening and the flap protrudes downwardly toward the front of the vehicle body to form an air dam.

2. The front rectification variable control device for a vehicle as described in claim 1, characterized in that the control unit executes the first operating mode when driving on a highway based on location information input from a road map database and a locator unit, and executes the second operating mode when driving on a public road based on the location information if the detection result input from the temperature sensor is above the threshold temperature.

3. the flap includes a lid portion that opens and closes the upper opening and a wind receiving portion against which the outside air collides, In the first operation mode, the air intake section moves upward and an upper portion of the air receiving section protrudes into the grill opening, thereby drawing in the outside air into the air guide hole.

3. The front rectification variable control device for a vehicle according to claim 1, wherein in the second operating mode, the wind receiving portion moves downward so that a lower portion of the wind receiving portion protrudes below the front portion of the vehicle body, thereby forming the air dam.

4. The flap is a lid portion rotatably provided behind the upper opening and configured to open and close the upper opening; the air dam, which is rotatably provided behind the lower opening of the air guide hole and onto which the outside air impinges; Equipped with In the first operating mode, the cover rotates and stands upright on the grill opening, thereby drawing in the outside air into the air guide holes; 3. The front rectification variable control device for a vehicle according to claim 1, wherein in the second operating mode, the air dam rotates downward and protrudes downward from the front portion of the vehicle body.

5. 2. The front rectification variable control device for a vehicle according to claim 1, wherein the flap is driven by one of the actuators.

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