Vehicle behavior control system

Abstract

This design satisfies both the requirements for maneuverability and the power generation efficiency of the wind turbine, thereby suppressing energy loss. [Solution] The vehicle's behavior control device includes a pair of intake ducts provided on the left and right sides in the vehicle width direction at the bottom of the vehicle, shutter fins that adjust the airflow through the intake ducts, and a power generation unit that generates electricity by the rotation of generator fins located downstream of the shutter fins. The behavior control unit determines that there is steering input based on the steering angle detected by the steering angle detection unit, and if the steering angle is smaller than a predetermined steering angle, it sets the opening of both shutter fins to fully open, sets the direction of the generator fin on the inside of the turn with respect to the airflow to the position that maximizes power generation efficiency, and sets the direction of the generator fin on the outside of the turn with respect to the airflow in a direction that increases power generation efficiency as the steering angle decreases.

Description

Technical Field

[0006] , , , , , ,

[0001] The present invention relates to a vehicle behavior control device.

Background Art

[0002] Conventionally, there is known a technology that generates electricity by utilizing the wind force (traveling wind) received by a vehicle during traveling and charges the generated electrical energy into a battery. For example, Patent Document 1 (Japanese Unexamined Patent Application Publication No. 2010-209786) discloses a technology in which fins (wind turbines) are arranged in an air duct extending in the front-rear direction of a vehicle body, the fins are rotated by wind pressure, and a wind power generator is driven by the rotational force.

[0003] Also, there is known a technology that stabilizes the vehicle behavior during turning by controlling the wind pressure (traveling wind) received by the vehicle in the front during traveling. For example, Patent Document 2 (Japanese Unexamined Patent Application Publication No. 2006-306226) discloses a technology in which ducts for introducing traveling wind are provided on the left and right in the width direction of the front of a vehicle, the outlets of these ducts are provided on the outside in the vehicle width direction, and a shutter (opening / closing lid) is provided at the air intake of the ducts.

[0004] In the technology disclosed in this Patent Document 2, when the vehicle turns, the shutter on the inside of the turn is opened, and traveling wind is blown out to the side surface of the front part of the vehicle body, so that the air flow flowing on the side surface of the front part of the vehicle body is separated, negative pressure is generated, and a lateral force is applied to the front side surface on the inside of the turn.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0006] However, in the technology disclosed in Patent Document 1, even when the battery is fully charged, the fins rotate due to wind power, which creates resistance and results in energy loss.

[0007] Furthermore, the technology disclosed in Reference 2 involves opening a shutter in the duct on the inside of the turn during rotation, but the duct on the outside of the turn remains closed. This can lead to a relatively larger air resistance on the outside of the turn, potentially impairing the turning performance.

[0008] The present invention aims to provide a vehicle behavior control device that can suppress energy loss by satisfying both turning performance and power generation efficiency of wind turbines. [Means for solving the problem]

[0009] The present invention relates to a vehicle behavior control device comprising: a pair of intake ducts provided on the left and right sides in the width direction of the vehicle bottom and extending from the front to the rear of the vehicle; a shutter section disposed in the intake duct and having shutter fins that adjust the airflow through the intake duct; a wind turbine generator disposed downstream of the shutter section of the intake duct and having generator fins that rotate in response to the airflow and a power generation section that generates electricity by the rotation of the generator fins; a steering angle detection section for detecting the steering angle; and a behavior control section, the present invention relates to a vehicle behavior control device pair of intake ducts provided on the left and right sides in the width direction of the vehicle bottom of the vehicle and extending from the front to the rear of the vehicle; a shutter section disposed in the intake duct and having shutter fins that adjust the airflow through the intake duct; a wind turbine generator disposed downstream of the shutter section of the intake duct and having generator fins that rotate in response to the airflow through the intake duct and generating electricity by the rotation of the generator fins; a steering angle detection section for detecting the steering angle; and a behavior control section. The generator fins are variable in their orientation relative to the airflow. The behavior control unit determines that there is steering input based on the steering angle detected by the steering angle detection unit, and if the steering angle is smaller than a predetermined steering angle, it sets the opening of both shutter fins to fully open, sets the orientation of the generator fin on the inside of the turn relative to the airflow to a position that maximizes power generation efficiency, and sets the orientation of the generator fin on the outside of the turn relative to the airflow in a direction that increases power generation efficiency as the steering angle decreases. [Effects of the Invention]

[0010] According to the present invention, when steering input is detected and the steering angle is smaller than a predetermined steering angle, the opening of the shutter fins located in the left and right intake ducts is set to fully open, and the orientation of the generator fin on the inside of the turn with respect to the airflow is set to the position that maximizes power generation efficiency. The orientation of the generator fin on the outside of the turn with respect to the airflow is set according to the steering angle, so that as the steering angle decreases, the orientation with respect to the airflow increases in a direction that increases power generation efficiency. In this way, both turning performance and power generation efficiency by the wind turbine can be satisfied, and energy loss can be suppressed. [Brief explanation of the drawing]

[0011] [Figure 1] Front view of a vehicle equipped with a vehicle behavior control system. [Figure 2] Side view of a vehicle equipped with a vehicle behavior control system. [Figure 3] Bottom view of a vehicle equipped with a vehicle behavior control system. [Figure 4] Cross-section of the intake duct [Figure 5] Front view of a wind turbine [Figure 6] Schematic diagram of the behavior control system [Figure 7A] Flowchart showing the driving control routine (Part 1) [Figure 7B] Flowchart showing the driving control routine (Part 2) [Figure 8A] Chart showing the opening angle setting map when fully charged. [Figure 8B] Chart showing the opening angle setting map when charging is possible. [Figure 9] Characteristic diagram showing the relationship between steering amount and generator fin opening setting. [Figure 10] Front view of the shutter unit with the shutter fins fully closed. [Figure 11] Front view of a wind turbine with the generator fins opened to 90°. [Figure 12] Diagram illustrating vehicle behavior during left turns. [Modes for carrying out the invention]

[0012] Hereinafter, an embodiment of the present invention will be described based on the drawings. In FIGS. 1 to 3, a station wagon is illustrated as the vehicle M. This vehicle M has a front compartment 1 and a passenger compartment 2, and a cargo compartment 3 is secured at the rear of the passenger compartment 2. A power unit is mounted in the front compartment 1. The vehicle M is a hybrid vehicle, and the power unit is composed of an engine and an electric motor.

[0013] The front compartment 1 and the passenger compartment 2 are partitioned by a turbo board (not shown). The lower part of this turbo board is connected to the front part of a floor panel (not shown). The floor panel covers the lower surfaces of the passenger compartment 2 and the cargo compartment 3. Also, a floor tunnel 4 is formed at the center in the vehicle width direction of the floor panel. The floor tunnel 4 extends in the front-rear direction of the vehicle M. A propeller shaft 6, an exhaust pipe 7, etc. are arranged in this floor tunnel 4.

[0014] Also, left and right front wheels Fl, Fr which are the left and right steering wheels are arranged at the front part of the vehicle M. Left and right rear wheels Rl, Rr are arranged at the rear part of the vehicle M. The vehicle M is a four-wheel drive vehicle. Each of the wheels Fl, Fr, Rl, Rr functions as a drive wheel. Side sills 9l, 9r are provided outside between the left and right front wheels Fl, Fr and the left and right rear wheels Rl, Rr. These left and right side sills 9l, 9r are continuously provided to the floor panel.

[0015] Also, the bottom surface of the vehicle M is covered with an under cover 8. By this under cover 8, the disturbance of the running wind flowing from the lower surface of the vehicle body to the rear of the vehicle body during running (air resistance) is reduced. The under cover 8 is composed of a front under cover 8a, a middle under cover 8b, and a rear under cover 8c. The front under cover 8a is fixedly installed on the vehicle body in a state of covering the entire bottom of the front compartment 1.

[0016] The middle under cover 8b is fixed to the vehicle body, covering the underside of the front floor panel of the passenger compartment 2. The rear under cover 8c is fixed to the vehicle body, covering the underside of the rear floor panel of the passenger compartment 2. The middle under cover 8b and the rear under cover 8c are arranged in pairs, one on each side in the vehicle width direction, with the floor tunnel in between.

[0017] A pair of intake ducts 11 are fixed in parallel to each other on both sides of the under cover-8 in the vehicle width direction. The upstream ends of these intake ducts 11 are connected to air intakes 12. These air intakes 12 are open on both sides of the front bumper face 13 in the vehicle width direction. The downstream ends of the intake ducts 11 are fixed to the rear end of the rear under cover-8c.

[0018] A shutter unit 14 is fixed to the upstream side of the intake duct 11. A wind turbine 15 is fixed to the downstream (rear) side of the shutter unit 14 within the intake duct 11. As shown in Figure 4, the outer frame 14a of the shutter unit 14 is fixed to the inner circumference of the intake duct 11. Two rows of shutter fins 14b are arranged within this outer frame 14a. The shaft portion 14c of each shutter fin 14b is rotatably supported by the outer frame 14a.

[0019] This shaft portion 14c is connected to the shutter fin actuator 25 (see Figure 6). The shutter fin actuator 25 is a rotary actuator. The shutter fin actuator 25 rotates the shaft portion 14c to vary the opening degree of the shutter fin 14b in steps. There is a 1:1 correspondence between the rotation angle of the shutter fin actuator 25 and the opening degree of the shutter fin 14b.

[0020] In this embodiment, with the shutter fin actuator 25 in the OFF state, the shutter fin 14b is set to the fully open state (0°) as shown by the solid line in Figure 4 (see Figure 4). The maximum movable range of the shutter fin actuator 25 is 90°. At the maximum movable range of the shutter fin actuator 25, the shutter fin 14b is fully closed (see the dashed line in Figure 4 and the solid line in Figure 10). When the shutter fin 14b is fully closed, the ends of adjacent shutter fins 14b are set to overlap.

[0021] Furthermore, the wind turbine generator 15 is fixed in a state where the outer circumference of the cylindrical frame 15a is fitted into the cylindrical portion 11a formed on the inner circumference of the intake duct 11. One end of the frame 15b is fixed to this cylindrical frame 15a. This frame 15b extends in a cross shape from the center of the cylindrical frame 15a. The generator body 15c, which serves as the power generation unit, is fixed to the center of this frame 15b.

[0022] Four generator fin actuators 26 are fixed at equal intervals around the circumference of the rotating shaft 15d, which is located on the generator body 15c. The base of a generator fin 15e is fixed to each of these generator fin actuators 26. Each generator fin actuator 26 is a rotary actuator. The generator fin 15e is propeller-type. The rotation angle of the generator fin actuator 26 corresponds in a 1:1 ratio to the opening degree of the generator fin 15e.

[0023] In this embodiment, with the generator fin actuator 26 in the OFF position, the area of ​​the surface of the generator fin 15e that receives the airflow (hereinafter referred to as the "pressure-receiving surface") is oriented to generate the maximum lift relative to the airflow. The position of this pressure-receiving surface that receives the maximum lift is set when the initial position of the generator fin 15e is set to an opening of 0° (see Figure 5). The maximum movable range of the generator fin actuator 26 is 90°. When the generator fin actuator 26 rotates to 90°, the area of ​​the pressure-receiving surface of the generator fin 15e that receives lift from the airflow becomes the minimum (see Figure 11).

[0024] In Figure 6, reference numeral 16 denotes a behavior control device. This behavior control device 16 is mounted on vehicle M. The behavior control device 16 has a vehicle behavior control unit 21 and a generator control unit 31, which act as behavior control units. The vehicle behavior control unit 21 and the generator control unit 31 are connected to each other so as to be able to communicate bidirectionally. Both units 21 and 31 are composed of microcontrollers.

[0025] A microcontroller comprises a CPU, RAM, ROM, rewritable non-volatile memory (flash memory or EEPROM), and peripherals. The microcontroller's RAM is provided as the CPU's work area, where various data from the CPU is temporarily stored. The ROM stores programs and fixed data necessary for the CPU to execute various processes. The CPU is also called an MPU (Microprocessor) or processor. Alternatively, a GPU (Graphics Processing Unit) or GSP (Graph Streaming Processor) may be used instead of a CPU. Or, a selective combination of CPU, GPU, and GSP may be used.

[0026] The vehicle behavior control unit 21 has a vehicle speed sensor 22, a State of Charge (SOC) sensor 23 as a charge level detection unit, and a steering angle sensor 24 as a steering angle detection unit connected to its input side. The aforementioned shutter fin actuator 25 and generator fin actuator 26 are connected to the output side of this vehicle behavior control unit 21.

[0027] The vehicle speed sensor 22 detects the vehicle speed of vehicle M. The vehicle speed sensor 22 may, for example, detect the vehicle speed from the average value of the wheel speeds of each wheel Fl, Fr, Rl, and Rr detected by the wheel speed sensor. The SOC sensor 23 detects the charge level of the battery 33. The charge level is 100% when fully charged and 0% when completely discharged. The steering angle sensor 24 detects the steering direction and steering angle (steering amount) θst of the steering wheel.

[0028] Furthermore, the generator body 15c is connected to the battery 33 via an inverter 32. The inverter 32 is operated by an operation signal from the generator control unit 31. The inverter 32 converts the AC power generated by the generator body 15c into DC power and charges the battery 33. The inverter 32 also converts the DC power from the battery 33 into AC power and supplies it to the electric motor.

[0029] The shutter fin actuator 25 opens and closes the shutter fin 14b in steps within a range of 0 to 90° based on an operating signal from the vehicle behavior control unit 21. Similarly, the generator fin actuator 26 opens and closes the generator fin 15e in steps within a range of 0 to 90° based on an operating signal from the vehicle behavior control unit 21.

[0030] In this embodiment, as shown in Figures 4 and 5, when the opening of the generator fin 15e is 0°, the pressure-receiving surface of the generator fin 15e receives the airflow within the intake duct 11 over the largest possible area. Therefore, the power generation efficiency is maximized when the opening of the generator fin 15e is 0°. On the other hand, as shown in Figure 11, when the opening of the generator fin 15e is 90°, the pressure-receiving surface of the generator fin 15e is minimized in relation to the airflow within the intake duct 11. Therefore, the power generation efficiency is minimized (0%) when the opening of the generator fin 15e is 90°.

[0031] The vehicle behavior control unit 21 drives both actuators 25 and 26, specifically according to the driving control routine shown in Figures 7A and 7B. This routine is executed at predetermined calculation cycles after the system is started. First, the vehicle behavior control unit 21 checks whether the vehicle M is in motion (step S1). Whether the vehicle M is in motion is determined based on the vehicle speed detected by the vehicle speed sensor 22. In this case, for example, if the vehicle speed of the vehicle M is 10 to 15 [Km / h] or higher, it is determined to be in motion.

[0032] Then, if the vehicle behavior control unit 21 determines that vehicle M is moving (YES), it proceeds to step S2. If the vehicle behavior control unit 21 determines that vehicle M is not moving (NO), it exits the routine. When it proceeds to step S2, the vehicle behavior control unit 21 compares the charge rate SOC[%] detected by the SOC sensor 23 with the full charge determination threshold SOCmax. The full charge determination threshold SOCmax is, for example, 90~95[%].

[0033] The vehicle behavior control unit 21 determines that the battery is fully charged if SOC > SOCmax (NO) and proceeds to step S3. Alternatively, if SOC ≤ SOCmax (YES), the vehicle behavior control unit 21 determines that charging is possible and branches to step S7. In step S3, the vehicle behavior control unit 21 compares the steering angle θst detected by the steering angle sensor 24 with the steering input determination value θn. This steering input determination value θn is used to determine whether or not there is steering input from the driver or the automatic steering system. When the steering angle θst during straight-line driving is set to 0°, this steering input determination value θn is, for example, approximately 3-5° to the left and right of 0°.

[0034] Then, if θst < θn (NO), the vehicle behavior control unit 21 determines that there is no steering input, i.e., that vehicle M is traveling on a straight road, and proceeds to step S4. Also, if θst ≥ θn (YES), the vehicle behavior control unit 21 determines that there is steering input, i.e., that vehicle M is traveling on a curved road, and branches off to step S6.

[0035] When the process proceeds to step S4, the vehicle behavior control unit 21 outputs a 0° signal to the shutter fin actuators 25 of the shutter units 14 located on the left and right sides, and proceeds to step S5. Upon receiving the 0° signal, the shutter fin actuators 25 set the shutter fins 14b to their initial positions. As a result, the shutter fins 14b are maintained in the 0° (fully open) state, as shown by the solid lines in Figure 4.

[0036] Next, proceeding to step S5, the vehicle behavior control unit 21 outputs a 90° operation signal to the left and right generator fin actuators 26 and exits the routine. The generator fin actuators 26 then rotate the generator fins 15e by 90°. As a result, each of the left and right generator fins 15e rotates, minimizing the area of ​​the pressure-receiving surface that receives the airflow (see Figure 11). Consequently, the airflow flows through the left and right intake ducts 11 towards the rear with minimal resistance, minimizing the air resistance experienced by the vehicle M when driving straight on a fully charged vehicle.

[0037] On the other hand, when branching from step S3 to step S6, the vehicle behavior control unit 21 executes control to assist the yaw rate generated in the vehicle M when driving on a curved road, and then exits the routine. The vehicle behavior control unit 21 assists the yaw rate generated in the vehicle M by referring to the fully charged opening degree setting map.

[0038] Figure 8A illustrates the concept of the fully charged opening angle setting map. In this figure, the fully charged opening angle setting map is shown in a diagram. Note that the rotation angle of the shutter fin actuator 25 and the opening angle of the shutter fin 14b correspond in a 1:1 ratio. Therefore, in this figure, the rotation angle of the shutter fin actuator 25 is represented as the opening angle of the shutter fin 14b. Similarly, the rotation angle of the generator fin actuator 26 and the opening angle of the generator fin 15e correspond in a 1:1 ratio. Therefore, the rotation angle of the generator fin actuator 26 is represented as the opening angle of the generator fin 15e.

[0039] The fully charged opening angle setting map divides the steering angle θst into three stages: "small," "medium," and "large," for the left and right steering directions. In the fully charged opening angle setting map, the shutter fin opening and generator fin opening are set corresponding to the three stages of steering angle θst. In other words, in the fully charged opening angle setting map, since the battery 33 is fully charged (SOC > SOCmax), the opening of the left and right generator fins 15e is set to 90° (minimum pressure-receiving surface area). As a result, the power generation efficiency of the wind turbine 15 becomes the minimum (almost 0%), and power generation is effectively stopped.

[0040] Furthermore, in the fully charged opening angle setting map, the opening angle of the shutter fin 14b located in the intake duct 11 on the outside of the turn is set to 0° (fully open) for the left and right steering directions. In addition, in the fully charged opening angle setting map, the opening angle of the shutter fin 14b located in the intake duct 11 on the inside of the turn is set to correspond to the steering angle θst being "small", "medium", and "large". That is, in the fully charged opening angle setting map, the opening angle of the shutter fin 14b on the inside of the turn is set to "30°" when the steering angle θst is "small", "60°" when the steering angle θst is "medium", and "90°" when the steering angle θst is "large", and so on, with the value gradually narrowing as the steering angle θst increases.

[0041] Furthermore, when the shutter fin 14b is at 90° (fully closed), the airflow does not circulate within the intake duct 11. Therefore, in the fully charged opening setting map, the opening degree of the generator fin 15e is not set for when the shutter fin 14b is at 90° (fully closed). Consequently, when the shutter fin 14b is at 90° (fully closed), the opening degree of the generator fin 15e may be maintained at its initial state of 0°.

[0042] In step S6, the vehicle behavior control unit 21 refers to the fully charged opening angle setting map and controls the opening of the shutter fin 14b on the inside of the turn as the steering angle θst increases while driving on a curved road. For example, as shown in Figure 12, as the vehicle M moves from the entrance of a left curved road towards the direction of maximum curvature, the steering angle θst increases from "small" to "medium" to "large". Accordingly, the vehicle behavior control unit 21 refers to the fully charged opening angle setting map and controls the opening of the shutter fin 14b on the inside of the turn to "30°", "60°", and "90°". As a result, the air resistance experienced by the front inside of the turn of the vehicle M increases.

[0043] As a result, as shown by the dashed line in the figure, the yaw rate generated in the vehicle M towards the inside of the turn becomes an assist corresponding to the curve curvature, resulting in high turning performance. In this case, as shown in Figure 9, the opening degree of the shutter fin 14b on the inside of the turn, which is stored in the opening degree setting map when fully charged, may be set to operate continuously according to the steering angle θst.

[0044] Furthermore, in Figure 12, as the vehicle M moves from the maximum curvature of the curve towards the exit, the steering angle θst decreases from "large" to "medium" to "small". Accordingly, the vehicle behavior control unit 21 refers to the fully charged opening angle setting map and controls the opening angle of the shutter fin 14b on the inside of the turn to "90°", "60°", and "30°". As a result, the air resistance on the inside front of the vehicle M gradually decreases, and the yaw rate assist for the vehicle M can be smoothly released, as shown by the dashed line in Figure 12.

[0045] Furthermore, if it is determined in step S2 that charging is possible (SOC ≤ SOCmax) and the process branches to step S7, the vehicle behavior control unit 21 compares the steering angle θst with the steering input determination value θn. The vehicle behavior control unit 21 then determines that if θst < θn (NO), there is no steering input, i.e., the vehicle M is traveling on a straight road, and proceeds to step S8. If θst ≥ θn (YES), the vehicle behavior control unit 21 determines that there is steering input, i.e., the vehicle M is traveling on a curved road, and branches to step S10.

[0046] When the process proceeds to step S8, the vehicle behavior control unit 21 outputs a 0° signal to the shutter fin actuators 25 of the shutter units 14 located on the left and right sides, and proceeds to step S9. As a result, the shutter fins 14b are maintained in the 0° (fully open) state, as shown by the solid lines in Figure 4.

[0047] When the process proceeds to step S9, the vehicle behavior control unit 21 outputs a 0° signal to the left and right generator fin actuators 26 and exits the routine. As a result, the generator fin actuators 26 maintain their initial position (rotation angle of 0°). Consequently, as shown in Figure 5, the generator fin 15e has the largest pressure-receiving surface area relative to the airflow.

[0048] Therefore, the generator fins 15e rotate in response to the airflow passing through the left and right intake ducts 11, and the generator body 15c generates power at maximum efficiency. The AC power generated by the generator body 15c is converted to DC power by the inverter 32 and charged to the battery 33. The generator control unit 31 supplies the power charged in the battery 33 to the electric motor of the power unit, etc., thereby improving the energy consumption rate (fuel consumption, electric power consumption).

[0049] Furthermore, when branching from step S7 to step S10, the vehicle behavior control unit 21 executes control to assist the yaw rate generated in the vehicle M when driving on a curved road, and then exits the routine. The vehicle behavior control unit 21 assists the yaw rate generated in the vehicle M by referring to the charging-ready opening setting map.

[0050] Figure 8B illustrates the concept of the charging-ready opening degree setting map. The charging-ready opening degree setting map is shown in diagrammatic form. In this figure, the rotation angle of the shutter fin actuator 25 is represented as the opening degree of the shutter fin 14b. Similarly, the rotation angle of the generator fin actuator 26 is represented as the opening degree of the generator fin 15e.

[0051] The charging-capable opening setting map divides the steering angle θst into three stages: "small," "medium," and "large," for the left and right steering directions. The charging-capable opening setting map sets the shutter fin opening and generator fin opening corresponding to the three stages of steering angle θst. In other words, since the battery 33 is in a charging-capable state (SOC ≤ SOCmax), the charging-capable opening setting map is basically set to assist the yaw rate generated in the vehicle M when driving on a curved road with the load resistance received by the generator fin 15e.

[0052] In the charging-capable opening setting map, when the steering angle θst is "small" or "medium," the opening of the left and right shutter fins 14b is set to 0° (fully open). In the charging-capable opening setting map, when the steering angle θst is "small" or "medium," the opening of the generator fin 15e on the inside of the turn is set to 0° (fully open). In addition, in the charging-capable opening setting map, when the steering angle θst on the outside of the turn is "small," the opening of the generator fin 15e is set to "45°," and when the steering angle θst on the outside of the turn is "medium," the opening of the generator fin 15e is set to "90°."

[0053] In this embodiment, the yaw rate assist generated in the vehicle M is adjusted by the opening degree of the generator fin 15e on the outside of the turn. This makes it possible to satisfy both the power generation efficiency of the wind turbine 15 and the function of assisting the yaw rate generated in the vehicle M.

[0054] Furthermore, in the charging opening setting map, the shutter fin 14b on the inside of the turn is set to 90° (fully closed) when the steering angle θst is "large". In other words, when the steering angle θst is "large", it is considered difficult for the load resistance received by the generator fin 15e to adequately assist the yaw rate generated in the vehicle M.

[0055] Therefore, when the steering angle θst is large, the vehicle behavior control unit 21 sets the shutter fin 14b on the inside of the turn to 90° (fully closed) to increase the air resistance on the inside of the turn and assist the yaw rate generated in the vehicle M. This makes it possible to obtain high turning performance. At the same time, the opening of the generator fin 15e on the outside of the turn is set to 90° (power generation efficiency is approximately 0%) and power generation is stopped.

[0056] Next, using the left-hand curved road shown in Figure 12 as an example, we will explain how the vehicle behavior control unit 21 controls the opening degree of the shutter fin 14b and the generator fin 15e in a chargeable state based on the chargeable opening degree setting map.

[0057] When vehicle M enters the entrance to a left-hand curve and the steering angle θst at that time is "small", the vehicle behavior control unit 21 sets the left and right shutter fins 14b to 0° (fully open) to take in airflow into the intake duct 11. Furthermore, the vehicle behavior control unit 21 sets the opening of the generator fin 15e located in the left (inner side of the turn) intake duct 11 to 0° and rotates it with maximum lift to operate the generator body 15c at maximum efficiency.

[0058] In this case, the vehicle behavior control unit 21 sets the opening of the generator fin 15e located in the intake duct 11 on the right side (outside of the turn) to 45°. The pressure-receiving surface area of ​​the generator fin 15e on the right side (outside of the turn) is approximately half the area of ​​the pressure-receiving surface of the generator fin 15e on the left side (inside of the turn). The difference in load resistance received by the pressure-receiving surfaces of the left and right generator fins 15e becomes the amount of yaw rate assist generated in the vehicle M.

[0059] Then, as the vehicle M moves from a left-hand curve towards the direction of maximum curvature, when the steering angle θst becomes "medium," the vehicle behavior control unit 21 sets only the opening of the right-side (outside of the turn) generator fin 15e to 90° (minimum power generation efficiency), from the state where the steering angle θst is "small." As a result, the amount of yaw rate assistance for the vehicle M increases relatively, as shown by the dashed line in Figure 12. Between "small" and "medium" steering angles θst, the opening of the left and right generator fins 15e assists the yaw rate generated in the vehicle M. Therefore, high charging efficiency can be obtained.

[0060] Then, when vehicle M enters a curve with the maximum curvature and the steering angle θst becomes "large", the vehicle behavior control unit 21 sets the shutter fin 14b on the left side (inner side of the turn) to 90° (fully closed) and sets the opening of the generator fin 15e on the right side (outer side of the turn) to 90° (minimum power generation efficiency). As a result, the air resistance on the left side (inner side of the turn) front of vehicle M increases, and the amount of assist for the yaw rate generated in vehicle M increases, as shown by the dashed line in Figure 12. This reduces the tendency for understeer acting on vehicle M, allowing it to efficiently turn on curves with the maximum curvature.

[0061] Then, as the vehicle M moves from the curve with the maximum curvature towards the exit, and the steering angle θst transitions from "medium" to "small," the vehicle behavior control unit 21 executes the opposite control to the control described above, smoothly releasing the yaw rate assist for the vehicle M, as shown by the dashed line in Figure 12.

[0062] In this embodiment, intake ducts 11 provided on the left and right sides of the vehicle M extend from the front to the rear of the vehicle M, with shutter fins 14b of the shutter unit 14 positioned at the front of each intake duct 11, and generator fins 15e of the wind turbine generator 15 positioned behind them. When the battery 33 is fully charged, the opening degree of the shutter fins 14b provided on the left and right intake ducts 11 is controlled to generate air resistance and assist the yaw rate during turns. When the battery 33 is in a state where it can be charged, the area of ​​the pressure-receiving surface of the generator fins 15e against the airflow is mainly varied, and the load resistance of the wind turbine generator 15 assists the yaw rate during turns.

[0063] Therefore, according to this embodiment, when the battery 33 is fully charged, the yaw rate is assisted by controlling the opening of the shutter fins 14b, and when the battery is rechargeable, the yaw rate is assisted by the load resistance during power generation by the wind turbine, thereby satisfying both turning performance and power generation efficiency. As a result, energy loss during driving can be suppressed.

[0064] Furthermore, the present invention is not limited to the embodiments described above, and for example, vehicle M may be an electric vehicle. Also, the intake ducts 11 provided on the left and right sides of vehicle M do not need to be located at the bottom of the under cover 8, and may be located directly under the floor of a hybrid vehicle or electric vehicle.

[0065] Furthermore, if the vehicle M is equipped with a road surface μ sensor and a yaw rate sensor for detecting the road surface μ, the following control is possible. That is, even if the vehicle behavior control unit 21 detects a low μ road surface with the road surface μ sensor and detects no steering input with the steering angle sensor 24, if the yaw rate detected by the yaw rate sensor is above a predetermined level, the vehicle behavior can be stabilized by controlling the opening of the shutter fin 14b or the direction of the generator fin 15e relative to the airflow in a direction that cancels out the yaw rate.

[0066] Similarly, if the vehicle behavior control unit 21 detects a low-μ surface with the road surface μ sensor and detects steering input with the steering angle sensor 24, and the direction of the yaw rate detected by the yaw rate sensor differs from the direction of the steering angle detected by the steering angle sensor, the unit can stabilize the vehicle behavior by controlling the opening of the shutter fin 14b or the orientation of the generator fin 15e with respect to the airflow so that the vehicle M moves in the direction of the steering angle detected by the steering angle sensor. [Explanation of Symbols]

[0067] 1… Vestibule, 2...vehicle compartment, 3... Cargo area, 4…Floor tunnel, 6... Propeller shaft, 7... Exhaust pipe, 8...Undercover, 8a... Front under cover, 8b... Middle undercover, 8c... Rear under cover, 9L, 9R... Side sill, 11... Intake duct, 11a...cylindrical part, 12...Air intake, 13…Front bumper face, 14... Shutter unit, 14a... Outer frame, 14b...Shutterfin, 14c...Shaft part, 15... Wind turbines, 15a...Cylindrical frame, 15b...frame, 15c...Generator body, 15d... axis of rotation, 15e... Generator fin, 16…Behavior control device, 21... Vehicle behavior control unit, 22... Vehicle speed sensor, 23…SOC sensor, 24... Steering angle sensor, 25...Shutter fin actuator, 26…Generator fin actuator, 31…Generator control unit, 32... Inverter, 33... Battery, Fl,Fr...Left and right front wheels, M...vehicle, Rl,Fl...Left and right rear wheels, SOC…charging rate, SOCmax... Full charge detection threshold, θn... steering input judgment value, θst... steering angle, μ…Road surface

Claims

1. A pair of intake ducts are provided on the left and right sides in the width direction of the vehicle's underside, and extend from the front to the rear of the vehicle. A shutter section is provided in the intake duct and has shutter fins that adjust the airflow through the intake duct; A wind turbine having a generator fin positioned downstream of the shutter portion of the intake duct and rotating in response to the airflow, and a power generation unit that generates electricity by the rotation of the generator fin, A steering angle detection unit that detects the steering angle, Behavior control unit and In a vehicle behavior control device equipped with, The generator fins are variably oriented with respect to the airflow. The behavior control unit, Based on the steering angle detected by the steering angle detection unit, it is determined that there is a steering input, and if the steering angle is smaller than a predetermined steering angle, the opening of both shutter fins is set to fully open, the orientation of the generator fin on the inside of the turn with respect to the airflow is set to the position that maximizes power generation efficiency, and the orientation of the generator fin on the outside of the turn with respect to the airflow is set in a direction that increases power generation efficiency as the steering angle decreases. A vehicle behavior control device characterized by the following:

2. The behavior control unit determines that there is steering input based on the steering angle detected by the steering angle detection unit, and if the steering angle is greater than the predetermined steering angle, it sets the opening of the shutter fin on the inside of the turn to fully closed. The vehicle behavior control device according to claim 1.

3. It further includes a charge level detection unit that detects the battery's charge level, If the behavior control unit determines that the battery charge level detected by the charge level detection unit exceeds the full charge threshold, it stops power generation in both power generation units, sets the opening of the outer shutter fin to fully open, and sets the opening of the inner shutter fin to a position that narrows as the steering angle increases. The vehicle behavior control device according to claim 1.

4. The behavior control unit sets the opening degree of the shutter fin and the orientation of the generator fin with respect to the airflow in a stepwise manner. The vehicle behavior control device according to claim 1.

5. The underside of the aforementioned vehicle is covered with an under cover. The intake duct is fixed to the under cover. The vehicle behavior control device according to claim 1.

Images