Vehicle aerodynamic control system

Abstract

This invention provides a vehicle aerodynamic control system that can control aerodynamic devices to maintain a vehicle's posture according to its driving conditions. [Solution] The vehicle aerodynamic control system 3 comprises a front spoiler 10, a front diffuser 20, and a rear diffuser 40, and a control unit 60 that controls the front spoiler 10, the front diffuser 20, and the rear diffuser 40. The control unit 60 sets the front spoiler 10, the front diffuser 20, and the rear diffuser 40 to a retracted state when the vehicle speed is below a threshold, and sets the front spoiler 10 to an extended state and the front diffuser 20 and the rear diffuser 40 to a retracted state when the vehicle speed is above the threshold.

Description

Technical Field

[0001] The present invention relates to a technique for controlling aerodynamic force of a vehicle.

Background Art

[0002] In recent years, research and development for improving the fuel efficiency of vehicles that contribute to energy efficiency has been carried out so that more people can secure access to affordable, reliable, sustainable and advanced energy. In order to improve fuel efficiency and driving stability, vehicles are provided with aerodynamic devices. Patent Document 1 describes a vehicle that controls a center flap and a side flap as aerodynamic devices according to a driving mode.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of Invention

Problems to be Solved by the Invention

[0004] In the vehicle described in Patent Document 1, the posture of the aerodynamic device is determined based only on the driving mode.

[0005] The present invention has been made in view of the above points, and an object thereof is to provide a vehicle aerodynamic control system capable of controlling an aerodynamic device to a posture corresponding to the traveling state of the vehicle, and consequently contributing to energy efficiency.

Means for Solving the Problems

[0006] To solve the aforementioned problems, the vehicle aerodynamic control system of the present invention comprises a front spoiler, a front diffuser, and a rear diffuser, and a control unit that controls the front spoiler, the front diffuser, and the rear diffuser, wherein the control unit sets the front spoiler, the front diffuser, and the rear diffuser to a retracted state when the vehicle speed is below a threshold, and sets the front spoiler to an extended state and the front diffuser and the rear diffuser to a retracted state when the vehicle speed is equal to or greater than the threshold. [Effects of the Invention]

[0007] According to the present invention, the aerodynamic device can be controlled to maintain an attitude corresponding to the vehicle's driving conditions, thereby contributing to improved energy efficiency. [Brief explanation of the drawing]

[0008] [Figure 1] This is a schematic block diagram showing a vehicle aerodynamic control system according to an embodiment of the present invention. [Figure 2] This is a perspective view of a vehicle to which the vehicle aerodynamic control system according to an embodiment of the present invention is applied, viewed from diagonally below. [Figure 3] This is a perspective view of a vehicle to which the vehicle aerodynamic control system according to an embodiment of the present invention is applied, viewed from diagonally above. [Figure 4] Figure 2 shows a schematic cross-sectional view of the front spoiler along line IV-IV, with (a) showing the retracted state and (b) showing the deployed state. [Figure 5] Figure 2 shows a schematic VV cross-sectional view of the front diffuser, with (a) showing the deployed state and (b) showing the retracted state. [Figure 6] This is a schematic perspective view of the rear spoiler, with (a) showing the retracted state and (b) showing the deployed state. [Figure 7] Figure 2 shows a schematic cross-sectional view along line VII-VII illustrating the deployed state of the rear diffuser, with (a) showing the deployed state and (b) showing the retracted state. [Figure 8] This table shows an example of aerodynamic device control methods in sport mode. [Figure 9] This table shows an example of a control method for aerodynamic devices in fuel efficiency improvement mode. [Modes for carrying out the invention]

[0009] Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate. In the reference drawings, "front and rear" refers to the front-rear direction in the direction of vehicle travel, and "left and right" refers to the left-right direction (vehicle width direction) as seen from the driver's seat.

[0010] As shown in Figures 1, 2, and 3, the vehicle aerodynamic control system 3 applied to the vehicle 1 according to an embodiment of the present invention includes, as aerodynamic devices provided on the vehicle body 2, a front spoiler 10, a pair of left and right front diffusers 20, 20, a rear spoiler 30, and a rear diffuser 40. The vehicle aerodynamic control system 2 also includes a wheel speed detection unit 51, an accelerator opening detection unit 52, a lateral acceleration detection unit 53, an operation unit 54, and a control unit 60.

[0011] <Front spoiler> As shown in Figure 1, the front spoiler 10 comprises a front spoiler flap 11, a front spoiler power unit 12, and a front spoiler transmission unit 13.

[0012] As shown in Figures 2 and 4, the front spoiler flap 11 is a plate-shaped member made of metal or resin. The front spoiler flap 11 is mounted so as to be rotatable around the left-right axis to the front end of the lower surface 2a of the vehicle body 2 (for example, the lower end of the front bumper 1a). In this embodiment, the front spoiler flap 11 is in a retracted state in the default OFF state and is in an extended state in the ON state controlled by the control unit 60.

[0013] As shown in FIG. 4(a), the front spoiler flap 11 in the retracted state assumes a posture along the lower surface 2a of the vehicle body 2. In such a posture, the distal end portion of the front spoiler flap 11 is located rearward of the proximal end portion serving as the rotation shaft of the front spoiler flap 11. The front spoiler flap 11 in the retracted state reduces the aerodynamic value (CD value) by rectifying the air inflow below the vehicle body 2, and can improve the fuel efficiency (cruising range) compared with the front spoiler flap 11 in the deployed state.

[0014] As shown in FIG. 4(b), the front spoiler flap 11 in the deployed state assumes a posture extending downward from the lower surface 2a of the vehicle body 2. The front spoiler flap 11 in the deployed state reduces lift by suppressing the air inflow below the vehicle body 2, and improves the downforce compared with the front spoiler flap 11 in the retracted state.

[0015] As shown in FIG. 1, the front spoiler power unit 12 is configured by a motor or the like, operates based on a control signal from the control unit 60 described later, and generates power for the front spoiler flap 11. The front spoiler transmission unit 13 is configured by a link mechanism or the like, and transmits the power generated by the front spoiler power unit 12 to the front spoiler flap 11.

[0016] <Front Diffuser> The front diffuser 20 includes a front diffuser flap 21, a front diffuser power unit 22, and a front diffuser transmission unit 23.

[0017] As shown in FIG. 2 and FIG. 5, the front diffuser flap 21 is a plate-shaped member made of metal or resin. The front diffuser flap 21 is disposed on the lower surface 2a of the vehicle body 2 so as to be rotatable around a left-right axis with respect to a portion located in front of the front lower end portion of the front wheel house 2b. In the present embodiment, the front diffuser flap 21 is in the deployed state in the default OFF state, and is in the retracted state in the ON state controlled by the control unit 60.

[0018] As shown in Figure 5(a), the deployed front diffuser flap 21 takes a position on the underside 2a of the vehicle body 2, extending downward from the front lower end of the front wheelhouse 2b. The deployed front diffuser flap 21 rectifies the airflow by suppressing the inflow of air into the front wheelhouse 2b, and can improve fuel efficiency (driving range) compared to the retracted rear spoiler flap 21.

[0019] As shown in Figure 5(b), the retracted front diffuser flap 21 is positioned along the underside 2a of the vehicle body 2. In this position, the tip of the front diffuser flap 21 is located behind the base end, which serves as the pivot point of the front diffuser flap 21. The retracted front diffuser flap 21 improves downforce compared to the deployed front spoiler flap 11 by allowing air to flow into the front wheel wells 2b.

[0020] As shown in Figure 1, the front diffuser power unit 22 is composed of a motor or the like and operates based on a control signal from the control unit 60 (described later) to generate power for the front diffuser flap 21. The front diffuser transmission unit 23 is composed of a link mechanism or the like and transmits the power generated by the front diffuser power unit 22 to the front diffuser 21.

[0021] <Rear spoiler> As shown in Figures 3 and 6, the rear spoiler 30 comprises a rear spoiler flap 31, a rear spoiler power unit 32, and a rear spoiler transmission unit 33.

[0022] The rear spoiler flap 31 is a plate-shaped member made of metal or resin. The rear spoiler flap 31 is mounted so as to be rotatable around the left-right axis relative to the rear of the upper surface 2c of the vehicle body 2. In this embodiment, the rear spoiler flap 31 is in a retracted state in the default OFF state and is in an extended state when controlled by the control unit 60 in the ON state.

[0023] As shown in Figure 6(a), the retracted rear spoiler 31 is positioned along the upper surface 2c of the vehicle body 2. In this position, the tip of the rear spoiler flap 31 is located behind the base end, which serves as the pivot axis of the rear spoiler flap 31. The retracted rear spoiler flap 31 reduces the aerodynamic value (Cd value) compared to the deployed rear spoiler flap 31, and consequently improves fuel efficiency (driving range).

[0024] As shown in Figure 6(b), the deployed rear spoiler flap 31 extends diagonally upward and rearward from the upper surface 2c of the vehicle body 2. The deployed rear spoiler flap 31 improves downforce compared to the retracted rear spoiler flap 31.

[0025] In this embodiment, the rear spoiler flap 31 can be deployed in three states, from small to large deployment angles: small deployment, medium deployment, and large deployment. The downforce generated by the rear spoiler flap 31 increases with increasing deployment angle.

[0026] As shown in Figure 1, the rear spoiler power unit 32 is composed of a motor or the like and operates based on a control signal from the control unit 60 (described later) to generate power for the rear spoiler flap 31. The rear spoiler transmission unit 32 is composed of a link mechanism or the like and transmits the power generated by the rear spoiler power unit 32 to the rear spoiler flap 31.

[0027] <Rear Diffuser> The rear diffuser 40 comprises a rear diffuser flap 41, a rear diffuser power unit 42, and a rear diffuser transmission unit 43.

[0028] As shown in Figures 2 and 7, the rear diffuser flap 41 is a plate-shaped member made of metal or resin. The rear diffuser flap 41 is rotatably positioned around a left-right axis relative to the rear of the lower surface 2a of the vehicle body 2. In this embodiment, the rear diffuser flap 41 is deployed in the default OFF state and retracted in the ON state controlled by the control unit 60.

[0029] As shown in Figure 7(a), the deployed rear diffuser flap 41 extends downward from the lower surface 2a of the vehicle body 2. The deployed rear diffuser flap 41 reduces the aerodynamic value (Cd value) by streamlining the airflow below the vehicle body 2, and can improve fuel efficiency (driving range) compared to the retracted rear diffuser flap 41.

[0030] As shown in Figure 7(b), the retracted rear diffuser flap 41 is positioned along the underside 2a of the vehicle body 2. In this position, the tip of the rear diffuser flap 41 is located behind the base end, which serves as the pivot point of the rear diffuser flap 41. The retracted rear diffuser flap 41 accelerates the airflow beneath the vehicle body 2 and expels it to the rear, improving downforce compared to the deployed front spoiler flap 11.

[0031] As shown in Figure 1, the rear diffuser power unit 42 is composed of a motor or the like and operates based on a control signal from the control unit 60 (described later) to generate power for the rear diffuser flap 41. The rear diffuser transmission unit 43 is composed of a link mechanism or the like and transmits the power generated by the rear diffuser power unit 42 to the rear diffuser flap 41.

[0032] The relationship between the control (OFF / ON) and state (retracted / deployed) of the front spoiler 10, front diffuser 20, rear spoiler 30, and rear diffuser 40 is not limited to the above, and may be reversed.

[0033] <Wheel speed detection unit> The wheel speed detection unit 51 is a sensor provided on each wheel of the vehicle 1 that detects the wheel speed, i.e., the rotational speed, of the wheel and outputs the detection result to the control unit 60.

[0034] <Accelerator opening detection unit> The accelerator pedal opening detection unit 52 is a sensor installed on the accelerator pedal of the vehicle 1 that detects the opening degree (amount of operation) of the accelerator pedal and outputs the detection result to the control unit 60. The accelerator pedal is an example of an accelerator control device operated by the driver to operate the power source (internal combustion engine, motor, etc.) of the vehicle 1.

[0035] <Lateral acceleration detection unit> The lateral acceleration detection unit 53 is a sensor installed on the body of the vehicle 1 that detects the lateral acceleration of the vehicle 1 and outputs the detection result to the control unit 60.

[0036] <Operation section> The control unit 54 consists of a touch panel, buttons, etc., located inside the vehicle 1, and outputs the driver's operation results to the control unit 60. The driver can select the driving mode of the vehicle 1 by operating the control unit 54. Examples of driving modes include a first control mode (sports mode) for sporty driving and a second control mode (fuel-efficient mode) for fuel-efficient driving.

[0037] <Department Head> The control unit 60 is a so-called ECU (Electronic Control Unit) composed of a CPU (Central Processing Unit), ROM (Read-Only Memory), RAM (Random Access Memory), input / output circuits, etc. The control unit 60 includes a vehicle speed calculation unit 61 and an aerodynamic control unit 62 as functional units.

[0038] The vehicle speed calculation unit 61 acquires the wheel speed detected by the wheel speed detection unit 51, calculates the vehicle speed of vehicle 1 based on the acquired wheel speed, and outputs the calculation result to the aerodynamic control unit 62. The vehicle speed calculation unit 61 also functions as a longitudinal acceleration calculation unit, calculating the acceleration of vehicle 1, i.e., longitudinal acceleration, based on the measured change in the calculated vehicle speed, and outputting the calculation result to the aerodynamic control unit 62. The longitudinal acceleration takes a positive value when the forward vehicle speed of vehicle 2 is increasing, and a negative value when the forward vehicle speed of vehicle 2 is decreasing.

[0039] The aerodynamic control unit 62 acquires the calculation results from the vehicle speed calculation unit 61, the detection results from the accelerator opening detection unit 62, the detection results from the lateral acceleration detection unit 53, and the operation results from the operation unit 54. Based on the acquired results, the aerodynamic control unit 62 controls the front spoiler 10, front diffuser 20, rear spoiler 30, and rear diffuser 40.

[0040] <Aerodynamic control> Next, we will explain examples of the operation of the aerodynamic control system 2 when vehicle 1 is moving forward, in the order of sport mode and fuel efficiency improvement mode.

[0041] <Sport Mode> First, let's explain the case when Sport mode is selected, referring to the table in Figure 8.

[0042] ≪When driving at low speeds≫ As shown in control number 1 in Figure 8, when the vehicle speed is greater than 0 km / h and less than the low-speed threshold (e.g., 30 km / h), the aerodynamic control unit 62 retracts the front spoiler 10, front diffuser 20, and rear diffuser 40. Also, when the vehicle speed is greater than 0 km / h and less than the low-speed threshold (e.g., 30 km / h), the aerodynamic control unit 62 retracts the rear spoiler 30. This control takes ground clearance into consideration and prevents the front spoiler 10, front diffuser 20, and rear diffuser 40 from touching the ground.

[0043] ≪During first-stage medium-speed driving≫ The control method for the aerodynamic control unit 62 when the vehicle speed is above a low-speed threshold (e.g., 30 km / h) and below a first high-speed threshold (e.g., 200 km / h) will be described. In this case, the aerodynamic control unit 62 controls the front diffuser 20, rear spoiler 30, and rear diffuser 40 based on longitudinal acceleration and lateral acceleration.

[0044] As shown in control number 2-1 in Figure 8, the longitudinal acceleration exceeds the longitudinal acceleration threshold (for example, 0.3 [G], i.e., 2.94 [m / s²]). 2 If the value is less than ]), the aerodynamic control unit 62 retracts the front spoiler 10, front diffuser 20, and rear diffuser 40, and partially extends the rear spoiler 30. This control can improve the acceleration and cornering performance of the vehicle 1 by achieving high downforce.

[0045] As shown in control number 2-2 in Figure 8, the longitudinal acceleration exceeds the longitudinal acceleration threshold (for example, 0.3 [G], i.e., 2.94 [m / s²]). 2 ]) or greater, AND the absolute value of the lateral acceleration is greater than or equal to the lateral acceleration threshold (for example, 0.1 [G], i.e., 0.98 [m / s]) 2 If the following conditions are met, the aerodynamic control unit 62 retracts the front spoiler 10, deploys the front diffuser 20 and rear diffuser 40, and partially deploys the rear spoiler 30. This control, by achieving a low CD, can increase the top speed while ensuring the turning ability of the vehicle 1 during high-speed acceleration when lateral acceleration is relatively small.

[0046] ≪During first-speed driving≫ The control method of the aerodynamic control unit 62 when the vehicle speed is greater than the first high-speed threshold (for example, 200 km / h) will be described. In this case, the aerodynamic control unit 62 controls the front spoiler 10, front diffuser 20, rear spoiler 30, and rear diffuser 40 based on longitudinal acceleration and lateral acceleration.

[0047] As shown in control number 3-1 in Figure 8, the longitudinal acceleration exceeds the longitudinal acceleration threshold (for example, 0.3 [G], i.e., 2.94 [m / s²]). 2 If the value is less than ]), the aerodynamic control unit 62 deploys the front spoiler 10, retracts the front diffuser 20 and rear diffuser 40, and fully deploys the rear spoiler 30. This control can improve the acceleration and cornering performance of the vehicle 1 by achieving even higher downforce.

[0048] As shown in control number 3-2 in Figure 8, the longitudinal acceleration exceeds the longitudinal acceleration threshold (for example, 0.3 [G], i.e., 2.94 [m / s²]). 2 ])) or greater, AND the absolute value of the lateral acceleration is greater than or equal to the lateral acceleration threshold (for example, 0.1 [G], i.e., 0.98 [m / s²]) 2 If the following conditions are met, the aerodynamic control unit 62 retracts the front spoiler 10, deploys the front diffuser 20 and rear diffuser 40, and sets the rear spoiler 30 to a partially deployed state. This control achieves low CD and relatively small downforce at the rear, thereby ensuring the vehicle's turning ability during high-speed acceleration when lateral acceleration is relatively small, while also increasing the top speed.

[0049] Furthermore, the longitudinal acceleration is equal to the longitudinal acceleration threshold (for example, 0.3 [G], i.e., 2.94 [m / s²]). 2 ])) or greater, AND the absolute value of the lateral acceleration is greater than or equal to the lateral acceleration threshold (for example, 0.1 [G], i.e., 0.98 [m / s²]) 2 If the value is greater than the first high-speed threshold, the aerodynamic control unit 62 maintains the state of the front spoiler 10, front diffuser 20, rear spoiler 30, and rear diffuser 40 without changing them from their previous state. For example, if the vehicle speed is greater than the first high-speed threshold, the longitudinal acceleration is greater than or equal to the longitudinal acceleration threshold, and the absolute value of the lateral acceleration is less than or equal to the lateral acceleration threshold, then the aerodynamic control unit 62 maintains the state of control number 3-2 in Figure 8. This control prevents the driver from feeling any discomfort by maintaining (not changing) the motion characteristics of the vehicle 2 during a turn.

[0050] Furthermore, the aerodynamic control unit 62 may be configured to deploy the front spoiler 10 and / or the rear spoiler 30 and retract the front diffuser 20 and / or the rear diffuser 40 when the longitudinal acceleration is less than the longitudinal acceleration threshold during first high-speed driving.

[0051] Furthermore, the aerodynamic control unit 62 may be configured to retract the front spoiler 10 and deploy at least one of the front diffuser 20, rear spoiler 30, and rear diffuser 40 when the longitudinal acceleration is equal to or greater than the longitudinal acceleration threshold during first high-speed driving. Furthermore, the aerodynamic control unit 62 may be configured to retract the front spoiler 10 and deploy at least one of the front diffuser 20, rear spoiler 30, and rear diffuser when, during first high-speed driving, the longitudinal acceleration is equal to or greater than the longitudinal acceleration threshold and the absolute value of the lateral acceleration is less than the lateral acceleration threshold. Furthermore, the aerodynamic control unit 62 may be configured to deploy the rear spoiler 30 during first high-speed driving, and to set the deployment angle of the rear spoiler 30 (partial deployment in the embodiment) when the longitudinal acceleration is equal to or greater than the longitudinal acceleration threshold to be smaller than the deployment angle of the rear spoiler (fully deployment in the embodiment) when the longitudinal acceleration is less than the longitudinal acceleration threshold.

[0052] <Fuel-efficient driving mode> The case where the fuel-efficient driving mode is selected will be explained with reference to the table in Figure 9.

[0053] ≪When driving at low speeds≫ As shown in control number 1 in Figure 9, when the vehicle speed is greater than 0 km / h and less than the low-speed threshold (e.g., 30 km / h), the aerodynamic control unit 62 retracts the front spoiler 10, front diffuser 20, and rear diffuser 40. Also, when the vehicle speed is less than the low-speed threshold (e.g., 30 km / h), the aerodynamic control unit 62 retracts the rear spoiler 30. This control takes ground clearance into consideration and prevents the front spoiler 10, front diffuser 20, and rear diffuser 40 from touching the ground.

[0054] ≪When running at second medium speed≫ As shown in control number 4 in Figure 9, when the vehicle speed is above the low-speed threshold (e.g., 30 km / h) and below the second high-speed threshold (e.g., 120 km / h), the aerodynamic control unit 62 retracts the front spoiler 10, deploys the front diffuser 20 and rear diffuser 40, and partially deploys the rear spoiler 30. This control improves the fuel efficiency (driving range) of the vehicle 1 by achieving a low CD (lowest CD).

[0055] ≪During second high speed driving≫ As shown in control number 5 in Figure 9, when the vehicle speed is greater than the second high-speed threshold (for example, 120 km / h), the aerodynamic control unit 62 retracts the front spoiler 10, deploys the front diffuser 20 and rear diffuser 40, and sets the rear spoiler 30 to a partially deployed state. This control improves the fuel efficiency (driving range) and stability of the vehicle 1 by achieving downforce that ensures low drag coefficient (CD) and rear stability.

[0056] A vehicle aerodynamic control system 3 according to an embodiment of the present invention comprises a front spoiler 10, a front diffuser 20, and a rear diffuser 40, and a control unit 60 that controls the front spoiler 10, the front diffuser 20, and the rear diffuser 40. The control unit 60 sets the front spoiler 10, the front diffuser 20, and the rear diffuser 40 to a retracted state when the vehicle speed is below a threshold (low-speed threshold), and sets the front spoiler 10 to an extended state and the front diffuser 20 and the rear diffuser 40 to a retracted state when the vehicle speed is equal to or greater than the threshold. Therefore, the vehicle aerodynamic control system 3 can control the aerodynamic devices to an attitude appropriate to the vehicle's driving conditions. Specifically, the vehicle aerodynamic control system 3 can retract the aerodynamic devices on the underside of the vehicle at low speeds where aerodynamic control is unnecessary, thereby preventing damage due to road conditions, etc. Furthermore, the vehicle aerodynamic control system 3 can improve driving stability by generating downforce at medium speeds.

[0057] When the first control mode for sports driving is selected, the control unit 60 retracts the front spoiler 10, the front diffuser 20, and the rear diffuser 40 when the vehicle speed is less than the threshold, and deploys the front spoiler 10 and retracts the front diffuser 20 and the rear diffuser 40 when the vehicle speed is equal to or greater than the threshold. Therefore, the vehicle aerodynamic control system 3 can suitably generate downforce in control modes where speed is achieved, thereby improving driving stability.

[0058] When the second control mode for fuel-efficient driving is selected, the control unit 60 retracts the front spoiler 10 and deploys the front diffuser 20 and the rear diffuser 40 when the vehicle speed is equal to or greater than the threshold. Therefore, the vehicle aerodynamic control system 3 can reduce the air resistance of the vehicle body 2 in a control mode aimed at improving fuel efficiency, thereby improving fuel efficiency.

[0059] A vehicle aerodynamic control system 3 according to an embodiment of the present invention comprises a front spoiler 10, a front diffuser 20, a rear spoiler 30, and a rear diffuser 40, and a control unit 60 that controls the front spoiler 10, the front diffuser 20, the rear spoiler 30, and the rear diffuser 40. The control unit 60 deploys the front spoiler 10 and / or the rear spoiler 30 and retracts the front diffuser 20 and / or the rear diffuser 40 when the vehicle speed is greater than a threshold (second high-speed threshold) and the longitudinal acceleration is less than the longitudinal acceleration threshold, and retracts the front spoiler 10 and deploys at least one of the front diffuser 20, the rear spoiler 30, and the rear diffuser 40 when the vehicle speed is greater than the threshold (second high-speed threshold) and the longitudinal acceleration is equal to or greater than the longitudinal acceleration threshold. Therefore, the vehicle aerodynamic control system 3 can control the aerodynamic devices to an attitude appropriate to the vehicle's driving conditions. In other words, the vehicle aerodynamic control system 3 improves driving stability by achieving high downforce in the medium speed range, and can suitably achieve high-speed driving by reducing air resistance in the high speed range.

[0060] The control unit 60, when the vehicle speed is greater than the threshold, the longitudinal acceleration is greater than or equal to the longitudinal acceleration threshold, and the absolute value of the lateral acceleration is less than or equal to the lateral acceleration threshold, sets the front spoiler 10 to a retracted state and sets at least one of the front diffuser 20, the rear spoiler 30, and the rear diffuser 40 to an extended state. Therefore, in response to the demand for high-speed driving, the vehicle aerodynamic control system 3 can suitably achieve high-speed driving in safe conditions by reducing air resistance when the vehicle body 2 is not unstable.

[0061] The control unit 60 deploys the rear spoiler 30 when the vehicle speed is greater than the threshold, and sets the deployment angle of the rear spoiler 30 (partial deployment in the embodiment) when the longitudinal acceleration is greater than or equal to the longitudinal acceleration threshold to be smaller than the deployment angle of the rear spoiler (fully deployment in the embodiment) when the longitudinal acceleration is less than the longitudinal acceleration threshold. Therefore, the vehicle aerodynamic control system 3 can suitably achieve high-speed driving by reducing air resistance while maintaining driving stability by decreasing the deployment angle of the rear spoiler 30 in response to the demand for high-speed driving.

[0062] Although embodiments of the present invention have been described above, the present invention is not limited to the embodiments described above and can be modified as appropriate without departing from the spirit of the invention. For example, the detection method for vehicle speed (vehicle body speed) and / or longitudinal acceleration is not limited to those described above, and the vehicle aerodynamic control system 3 may be configured to include a vehicle speed detection unit as a sensor for detecting the vehicle speed of the vehicle 1 and / or a longitudinal acceleration detection unit as a sensor for detecting longitudinal acceleration. In addition, the aerodynamic control unit 62 may use the detection result of the accelerator opening detection unit 52 instead of the longitudinal acceleration. [Explanation of Symbols]

[0063] 1 vehicle 2 car bodies 2a Bottom side 2b Front wheel well 2c Top surface 10 Front spoiler 20 Front Diffuser 30 Rear Spoiler 40 Rear Diffuser 60 Control Unit

Claims

1. Front spoiler, front diffuser and rear diffuser, A control unit that controls the front spoiler, the front diffuser, and the rear diffuser, Equipped with, The control unit, When the vehicle speed is below a threshold, the front spoiler, the front diffuser, and the rear diffuser are retracted. When the vehicle speed is equal to or greater than the threshold, the front spoiler is deployed and the front diffuser and rear diffuser are retracted. A vehicle aerodynamic control system characterized by the following features.

2. When the first control mode for performing sports driving is selected, the control unit, When the vehicle speed is below the threshold, the front spoiler, the front diffuser, and the rear diffuser are retracted. When the vehicle speed is equal to or greater than the threshold, the front spoiler is deployed and the front diffuser and rear diffuser are retracted. The vehicle aerodynamic control system according to feature 1.

3. When the second control mode for fuel-efficient driving is selected, the control unit, When the vehicle speed is equal to or greater than the threshold, the front spoiler is retracted and the front diffuser and rear diffuser are deployed. The vehicle aerodynamic control system according to feature 2.

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