JP3000574B2 - Automotive air spoiler - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air spoiler provided at the rear of an automobile, and more particularly to an air spoiler that reduces the yawing moment acting on the automobile and improves running stability.

2. Description of the Related Art An air spoiler is known as a device that utilizes an air flow acting on a vehicle body when a vehicle travels. Conventional air spoilers for automobiles are (1) those that reduce air resistance or lift, and (2) that prevent dirt on the front or rear window glass. Further, (3) there is a method in which a vertical fin or the like is provided to increase the straight running stability during crosswind running.

These air spoilers are disclosed in, for example, JP-B-57-51581, JP-B-57-95266, or JP-A-60-161276.
And JP-A-60-183252.

[Problems to be Solved by the Invention] When a gust or a steady cross wind acts on an automobile during high-speed running, a lateral force and a yawing moment act to significantly impair the running stability. Opportunities to perform such high-speed traveling are increasing with the development of the expressway network in recent years.

However, as described above, the conventional air spoiler mainly aims at reducing the drag and lift or preventing the window glass from being stained, and is not so effective in improving the running stability in a crosswind. Further, the air spoiler of the above (3) has an effect of reducing the yawing moment. However, since the air spoiler utilizes the dynamic pressure acting on the vertical fin or the like, an extremely large structure is obtained if sufficient effects are obtained. It is difficult to realize because it does not conform to laws and regulations.

SUMMARY OF THE INVENTION An object of the present invention is to provide an air spoiler that has a simple and small structure and can improve the straight running stability of a vehicle in a crosswind.

[Means for Solving the Problems] According to the present invention, the combined wind acting during crosswind running creates a negative pressure region at the rear of the vehicle body and pulls the portion toward the windward side, whereby the yaw around the vehicle weight center, that is, the yawing moment is reduced. Focusing on the point of increase, the running stability is improved by eliminating or reducing the negative pressure range to reduce the yawing moment.

Therefore, according to the present invention, there is provided an air spoiler for a vehicle which is provided separately on the left and right sides at the rear of the vehicle and extends obliquely to the outside of the vehicle so as to block an air flow flowing from the rear side surface to the rear upper surface. The shape of the surface that blocks the air flow has a depression toward the rear side surface of the vehicle in which the air flow occurs, and the depression has a center of curvature on the rear side surface side of the vehicle on the surface that blocks the air flow. It is characterized by being defined by a curved portion.

[Operation] According to the above configuration, each air spoiler increases the lateral area of the rear portion of the vehicle body and obliquely extends to the outside of the vehicle, thereby partially blocking the airflow flowing from the side surface of the vehicle to the rear portion. For this reason, during the crosswind running, the airflow along the side of the vehicle on the windward side is blocked at the rear part of the vehicle body, the flow velocity decreases, and the negative pressure region decreases. As a result, not only the suction at the rear part of the vehicle body is weakened, but also the rear part of the vehicle body is pressed to the leeward side in reverse with the dynamic pressure of the cross wind acting on the increased lateral area. For this reason, the yawing moment generated around the vehicle weight center due to the crosswind is offset and reduced, and the running stability of the vehicle in the crosswind is improved. This effect is achieved by forming the shape of the surface of each air spoiler that blocks the air flow so as to have a recess toward the rear side surface of the vehicle where the air flow is generated. Since the negative pressure region can be further reduced, it is further improved.

Hereinafter, the present invention will be described based on examples with reference to the accompanying drawings.

FIG. 1 shows a passenger vehicle, in which an air spoiler according to an embodiment of the present invention is installed at the rear of the vehicle. In the case of this embodiment, a rear spoiler 3 is fixed to the trunk 2 at the rear of the vehicle on the upper surface of the rear end.
A pair of wing-shaped air spoilers 104a, 104
b (hereinafter referred to as wing spoiler).

These wing spoilers 104a and 104b have a substantially long plate shape, and are separately mounted on the left and right sides so as to extend along the side surface of the automobile. Each wing spoiler is pivotally mounted, protrudes obliquely outward from the vehicle body when deployed, and is laid horizontally along the vehicle body contour when retracted.

As shown in FIGS. 1 and 2, each wing spoiler has a substantially hook-shaped cross section in order to more effectively block airflow on the side of the vehicle body, that is, has a center of curvature on the outer surface side of the vehicle. When deployed, the front end projects obliquely outward from the vehicle body with its tip substantially facing the airflow crosswind component on the side of the vehicle, and is placed along the curve on the vehicle body surface during storage.

Each of the rear spoiler and the wing spoiler is made of a material such as polyurethane resin, and each wing spoiler is formed so as to be smoothly connected to the rear spoiler during storage as shown in FIG. The rear spoiler 3 is for preventing the rear of the vehicle body from rising during traveling, and may have a known shape.

FIG. 3 shows the drive mechanism of the wing spoiler. An electric motor 6 for driving is provided inside the rear spoiler 3, and a worm gear 7 is fixed to an output shaft of the driving motor.
On the other hand, each wing spoiler (104a in FIG. 3 is exemplified) is provided with a shaft 9 fixed near the edge along the longitudinal direction, and the shaft is fixed to a bearing in the rear spoiler and an upper surface of the trunk with bolts or the like. It is rotatably supported by bearings. A worm wheel gear 8 is attached to the rear end of the shaft 9 and meshes with the worm gear 7 to transmit the rotational driving force of the motor 6 to the wing spoiler.

Although the size of each wing spoiler can be changed according to the conditions of the vehicle to be mounted, etc., in this embodiment, the length is 600 mm and the width is 2 mm.
It is set to 00 mm, which is appropriate for a normal passenger car. The results of wind tunnel experiments using a 1/10 scale model of a vehicle equipped with the same wing spoiler as in the present embodiment are shown in the diagrams of FIGS. 4 and 5 for the mounting position and angle of the wing spoiler. .

In these diagrams, the yaw moment coefficient _CYM, which is a dimensionless version of the yaw moment around the center of gravity of the vehicle, is set as the vertical axis, and the spoiler interval ratio d / w and the spoiler angle θ are plotted on the horizontal axis. Here, the spoiler interval ratio is
As shown in FIG. 6A, this is the ratio of the distance d between the left and right wing spoilers and the total width w of the vehicle 1. The spoiler angle θ is
As shown in FIG. 6b, it refers to the inclination angle of the wing spoiler when deployed with respect to the mounting surface.

The results in FIG. 4 are based on the assumption that the spoiler angle θ is fixed at 50 degrees, and that the combined wind of the relative wind and the cross wind accompanying the traveling acts in a wind direction of 30 degrees, that is, a yaw angle of 30 degrees with respect to the traveling direction of the vehicle. This was obtained by changing the spoiler interval ratio under the conditions. On the other hand, FIG. 5 shows the change of the yawing moment coefficient C _YM with respect to the change of the spoiler angle θ under the condition that the spoiler interval ratio d / w is 0.76 and the yaw angle of the synthetic wind is 25 degrees. From these results, the spoiler interval ratio d / w is about 0.7
9 and the yaw moment coefficient was minimum when the spoiler angle θ was about 60 degrees, indicating that there were restrictions on the installation conditions of the wing spoiler. In practice,
It is preferable to set the installation conditions of the wing spoiler within an allowable range of 5% increase in the yawing moment coefficient from each condition point at which the yawing moment coefficient is minimized. In this case, the spoiler interval ratio d / w is 0.75
0.83, and the spoiler angle θ ranges from 40 degrees to 70 degrees.

FIG. 7 is a diagram showing the results of measuring the aerodynamic characteristics of an automobile equipped with the air spoiler of this embodiment using a 1/10 scale model. The horizontal axis of the same graph represents the yaw angle of the synthetic wind, also the vertical axis resistance coefficient C _D, the lateral force coefficient C _S, the lift coefficient C _L and yawing moment coefficient C _YM. Each coefficient C _D ,
C _S , C _L and C _YM are represented by C _{D, S, L} = F _{X, Y, Z} / (1/2 · ρ · U ²
S) and C _YM = M / (1/2 · ρ · U ² · S · L) respectively, the opposing air force F _X , the lateral air force F _Y , and the vertical air acting on the vehicle center of gravity. the force F _Z and yawing moment M is obtained by dimensionless. Here, S is the front projected area of the vehicle body, and L is the wheel base of the automobile.

From the results shown in FIG. 7, the yawing moment coefficient
C _YM is significantly reduced at any yaw angle (for example, -42.5% at a yaw angle of 40 degrees), and the air spoiler of the present embodiment has an effect of improving the straight running stability of a vehicle during crosswind running. it is obvious. In addition, the lift coefficient C _L when the vehicle is running without a yaw angle of 0 degree, that is, without receiving a cross wind.
However, it can be seen that the installation of the rear spoiler significantly reduces this.

In this embodiment, each wing spoiler is curved to have a hook-shaped cross section. However, even if one or more folds are provided in the spoiler, the same shape is obtained and the same function can be obtained.

 Here, the function of the air spoiler of the present invention will be described.

As described above, the combined wind of the relative wind and the cross wind acts on the vehicle during the cross wind traveling at an angle to the traveling direction. The synthetic wind acting obliquely from the front pushes the front part of the vehicle body to the leeward side, and as a result, a yawing moment around the vehicle weight center is generated in the vehicle. This wind further flows along the windward side surface of the automobile and flows out in a peeling manner from the rear part of the vehicle body.

Under such conditions, the pressure distribution on the rear side surface of the vehicle body was measured, and the results are shown in FIG. 8a. The measurement was performed on a 1/10 scale model of a passenger car without a wing spoiler under the conditions of a yaw angle of 30 degrees and a synthetic wind speed of 20 m / sec. As can be seen from the results in Fig. 8a, a negative pressure area is generated on the rear side of the vehicle body except for the central part, and this negative pressure area pulls the rear of the vehicle body to the windward side and increases the yawing moment around the vehicle weight center. are doing. The pressure state in Figure 8a is represented by a pressure coefficient C _P, the pressure coefficient C _P is C _P = _P / (1 /
2 · ρ · U ² ), which is a dimensionless surface pressure P of the vehicle body. Where ρ is the air density and U is the resultant wind speed.

On the other hand, in the case of the present invention, the windward wing spoiler projecting obliquely outward partially blocks the airflow flowing out from the rear of the vehicle body, and acts to draw the airflow to the rear surface of the vehicle body along the spoiler. Therefore, the pressure on the rear side surface of the vehicle body increases, and the negative pressure region is eliminated or reduced.

FIG. 8b shows the result of measuring the pressure distribution on the rear side surface of the vehicle body under the same conditions as in FIG. 8a by mounting the air spoiler of the above embodiment on a reduced scale and mounting it on the automobile model described above. Comparing FIG. 8 with FIG. 8a, it is clear that the installation of the wing spoiler 104b significantly reduces the negative pressure area on the rear side surface of the vehicle body and shifts to the positive pressure area. As a result, not only the suction due to the negative pressure is eliminated, but also the rear part of the vehicle body is pressed to the leeward side together with the dynamic pressure of the cross wind acting on the increased lateral area, and the yawing moment is reduced.

That is, in the related art, when the vehicle is running in the crosswind, the front part of the vehicle body is pushed to the leeward side by the crosswind and the rear part of the vehicle body is also pulled to the leeward side, so that the running stability is significantly impaired.
However, when the air spoiler of the present invention is mounted, the rear part of the vehicle body is pushed back, so that the running stability of the automobile can be improved. In addition, the air spoiler of the present invention has an effect of changing the pressure distribution by aerodynamically improving the shape of the rear portion of the vehicle body in addition to the effect of using the dynamic pressure acting on the fin, like a spoiler having a vertical fin according to the prior art. Also do.

The air spoiler of the embodiment described above includes a control device for storing or deploying the wing spoiler according to the crosswind, and the control device will be described below. The control device has a window sensor 10 and an electronic control unit (hereinafter referred to as ECU) 11, as shown in the circuit block diagram of FIG.
It is connected to the aforementioned wing spoiler drive mechanism.

The wind sensor 10 includes a box-shaped case 12 as shown in FIG. 10b, and two parallel flow paths for wind are formed at the bottom and the top of the case. The flow path for the wind is an intermediate plate 13 and a lower end plate 14 of the case 12, and a shaft is provided between these two plates.
15 and a flow path plate 16 supported at a predetermined interval. The lower end plate 14 of the case 12 is adapted to be mounted at an appropriate position such as the center of the roof of an automobile. Intermediate plate
13 has a wind direction measuring column 17 protruding into the upper channel.
And two left and right discriminating columns 18 and 19 are attached. Also, a wind speed measurement cylinder 20 is attached to the flow path plate 16 so as to protrude into the lower flow path. A gap is provided between the lower end of each cylinder or cylinder and the lower plate to such an extent that water droplets do not get stuck.

As shown in FIG. 10b, the wind direction measuring cylinder 17 is arranged on the upstream side of the flow path from the left and right discriminating cylinders 18 and 19. In addition, a cut-out groove-shaped pressure introduction hole 17 opened toward the downstream side so that raindrops and the like do not easily enter the downstream side surface of the cylinder 17.
a is provided. The pressure introducing hole 17a is connected to a semiconductor pressure detector 22 in the case 12 via a pressure extractor 21 extending through the intermediate plate 13 of the case 12 (see FIG. 10b).
On the other hand, a pressure introduction path 20a is also provided in the wind speed measurement cylinder 20, and this pressure introduction path 20a is connected to the pressure detector 22 through the flow path plate 16, the column 17 and the intermediate plate 13.

The left and right discriminating columns 18 and 19 are arranged downstream of the column 17 so as to be symmetrical about the column 17 with respect to the traveling direction of the vehicle. Each left / right discriminating cylinder is separated from the cylinder 17 by a predetermined distance D. Column 17 for columns 18 and 19
The pressure introduction holes 18a and 19a are provided in the same manner as described above, and both are connected to the pressure detector 23 via pressure extraction passages (only the cylinder 18 is shown in FIG. 10b). The pressure detector 23 is
An electric signal is generated according to the difference between the pressures introduced from the pressure introduction holes 18a and 19a. The pressure introducing holes 18a and 19a are formed so as to open to the side opposite to the column 17 as seen in FIG. 16b.

The diameter d of the cylinders 17, 18 and 19, the distance D from the cylinder 17 to each of the left and right discriminating cylinders, and the opening angle γ of the cylinders 18 and 19 with the center of the cylinder 17 as the vertex are optimal for the operation to be described later. Conditions are determined experimentally. In this example, d
= 20 mm, D = 32.5 mm, γ = 82 degrees, and pressure introduction hole 17
The widths of a, 18a, and 19a are about 40% of the diameter d.

Next, the operation of the window sensor 10 will be described. As shown in FIG. 10b, when the synthetic wind U with the yaw angle θ acts, the surface pressure _Pd is taken out behind the wind direction measuring cylinder 17. In this example, the yaw angle, that is, the wind direction θ is positive on the side closer to the cylinder 19 than the cylinder 17 in FIG. 10b and negative on the opposite side. Here, assuming that there is no left / right discriminating cylinders 18 and 19, and only the wind direction measuring cylinder 17 is installed, the pressure introduction hole 17
negative pressure P _d which is taken from a is substantially constant irrespective of the wind direction θ for flow separation. However, the left / right discriminating cylinder
If the absolute value of the wind direction θ is small, the cylinders 18 and 19 will be affected by the stagnation of the flow colliding with the cylinders 18 and 19.
The pressure rises behind 17. On the other hand, when the absolute value of the wind direction θ is large, the flow is restricted between the cylinder 17 and each of the left and right discriminating cylinders, so that the rear surface pressure of the cylinder 17 decreases. As a result, the rear surface pressure P _d of the wind direction measuring cylinder 17 is taken out from the pressure introducing hole 17a is obtained as FIG. 11 as a negative pressure corresponding to the absolute value of the wind direction theta. The diagram of FIG. 11 is symmetrical about the wind direction θ = 0 degrees, and only the absolute value of the wind direction can be detected by this measurement alone.

Therefore, the window sensor of this example uses
And 19 are provided with pressure introducing holes, respectively, for use in determining the wind direction. Posterior surface pressure P ₁ of the right and left discriminating cylinder 18, 19, P ₂
Is taken out through the pressure introducing holes 18a and 19a, and the differential pressure (P ₁
-P ₂ ) gives the result shown in Fig. 12. From this figure, the differential pressure of the rear surface pressure of the left and right discriminating cylinders 18 and 19 (P ₁ −
When P ₂ ) is negative, the wind direction θ is positive, that is, the wind direction from the direction of the arrow in FIG. 10b, and when (P ₁ −P ₂ ) is positive, the wind direction θ can be determined to be negative. Therefore, if the rear surface pressures P _d , P ₁ , and P ₂ of each cylinder were taken out from the pressure introduction holes 17a, 18a, and 19a and measured by the pressure detector 23 and the like, these measurement values were prepared in advance. Based on the measurement data, it is possible to determine the wind direction at a constant wind speed. It should be noted that the wind speed is not always constant in the actual running of the automobile, so that it is necessary to make a correction corresponding to the wind speed.

FIG. 11 also shows measurement data in the rain, and the rainfall during this measurement is 4.2 mm / min. As is evident from the data in the figure, the negative pressure value decreases slightly in the measurement in rain, but has little effect on the actual measurement result. It is understood that the wind sensor of this example has excellent weather resistance. Let's do it.

Subsequently, a method of determining the wind direction in the wind sensor of the present example will be described. This determination is performed by a wind direction determination arithmetic circuit using a microprocessor incorporated in the window sensor, and FIG. 13 is a flowchart of the arithmetic processing in the circuit. The pressure sensors 22 and 23 of the window sensors have an analog / digital conversion circuit, and convert the wind speed, wind direction, and pressure data for left / right discrimination from the wind speed measurement cylinder 20 and the cylinders 17, 18, and 19, respectively. Process and output as digital signal. These arithmetic circuits and processing circuits may have a conventional configuration, and a detailed description of the circuit configuration will be omitted here. Although not shown in FIG. 13, the output value M of the pressure detector when the wind direction angle is 0 ° is stored in the memory in advance in the wind direction determination calculation circuit.

The wind direction discriminating operation circuit starts the operation from step 122. Then, the left and right discrimination output from the semiconductor pressure sensor in step 123, i.e. reads the output value N corresponding to a difference P ₁ -P ₂ of the rear surface pressure of the right and left discriminating cylinder 18 and 19, the process proceeds to step 124. In step 124, it is determined whether or not the measured output value N is the same as the output value when the wind direction angle is 0 degree. If it is determined in step 124 that the measured output value N is the same as the set output value M, the process proceeds to step 128 to set the wind direction to 0 degree (sign ±), and further proceeds to step 129. If the measured output value N is not the same as the set output value M, the process proceeds from step 124 to step 125. At step 125, it is determined whether or not the measured output value N is smaller than the value M when the wind direction angle is 0 degree.
When the measured output value N is larger than the set output value A, the process proceeds from step 125 to step 126 to set the wind direction to the left (sign +), and further proceeds to step 129. If it is determined in step 125 that the measured output value N is smaller than the set output value M,
Proceed to step 127 to set the wind direction to the right (sign-).
Go to 29. In step 129, the result of the previous step is output, and thereafter, the process returns to step 123 to repeat the arithmetic processing again.

Based on the crosswind data signal of the wind sensor 10 as described above, the ECU 11 performs the arithmetic processing shown in FIG. The operation of the ECU 11 is started from step 201, and in step 202, the wind direction data from the wind sensor 10 is read. Subsequently, in step 203, the wind direction is determined from this data. When the wind is blowing from the left side, while outputting an operation signal for expanding the windward wing spoiler 104a in step 204,
In step 205, a storage signal of the leeward wing spoiler 104b is output to the drive mechanism. If the wind is blowing from the right side, an operation signal for expanding the windward wing spoiler 104b is output in step 206, and a storage signal of the leeward wing spoiler 104a is output to the drive mechanism in step 207. On the other hand, if the wind direction angle is 0 degrees, an operation signal for accommodating the wing spoilers on both sides is output in step 208, and the process proceeds to step 209 to complete one calculation.

By the way, the above-mentioned embodiment is the wing spoiler 104a, 104
Although b is combined with the rear spoiler 3, it is also possible to mount only a pair of wing spoilers separately on the left and right of the rear upper surface of the vehicle without installing the rear spoiler. The wing spoiler may be mounted on the left and right sides of the rear surface of the vehicle, or separately on the rear lower surface of the vehicle. In these cases, the spoiler drive mechanism is installed in the trunk or in the lower part of the vehicle body, but other configurations may be the same as those in the above-described embodiment, and a detailed description thereof will be omitted. Even in such an installation, a channel is formed such that the windward wing spoiler blocks the cross wind and draws in the rear of the vehicle body. Therefore, the pressure distribution on the rear side surface of the vehicle body can be improved from the negative pressure to the positive pressure during the crosswind running, and the rear portion of the vehicle body is pushed back to reduce the yawing moment acting on the automobile, thereby improving the straight running performance.

Further, as the wing spoiler driving mechanism, an actuator using a shape memory alloy (hereinafter referred to as SMA) may be used instead of the electric motor of the above-described embodiment.

FIG. 15 shows the structure of such an SMA actuator 30. The SMA actuator 30 includes a piston 36 slidably housed in a housing, and an output shaft is mounted on the piston. On one side of the piston 36 is a coil-shaped SM
A coil-shaped bias spring 35 is disposed on the other side such that A34 faces the SMA 34 with the piston 36 interposed therebetween.
The SMA 34 stores the expanded state shown in FIG. That is, SMA
When 34 is heated, it will be in the state shown in Fig. 15, and SMA3
When 4 cools and contracts, the piston 36 moves to the left in the figure together with the output shaft by the pressing force of the bias spring 35. SMA3
The heat source for heating 4 is arbitrary such as resistance heating of electric current and engine cooling water.

The control device described in the previous paragraph was designed to deploy only the wing spoiler on the windward side in accordance with the crosswind, but by changing the ECU circuit configuration and performing arithmetic processing as shown in FIG. The wing spoiler can be deployed or stored at the same time. The arithmetic processing in this case starts from step 211, and in step 212, the wind direction data from the window sensor 10 is read in the same manner as in the case of the ECU 11 described above. Subsequently, in step 213, it is determined whether the wind direction is zero, that is, whether there is a cross wind. If there is a crosswind,
Proceeding from step 213 to step 214, a deployment operation signal is output to the drive mechanisms of both wing spoilers. If there is no cross wind, the process proceeds to step 215 to output an operation signal for storing both wing spoilers. In any case, the process proceeds to step 216, where one operation processing is completed.

Further, the control device can be configured such that the wing spoilers on both sides are simultaneously deployed or stored according to the vehicle speed. In this case, a vehicle speed detection sensor is used in place of the above-described window sensor 10, and the ECU has a circuit configuration for performing arithmetic processing as shown in FIG. The vehicle speed detection sensor may be based on a known technique, and the description of the configuration will be omitted here.

17 is started from step 220. In step 221 the vehicle speed signal V from the vehicle speed detection sensor is read. Subsequently, (in this example corresponds to 70 Km / h) the spoiler operation start speed signal V _h that is set in advance at step 222 is compared with the vehicle speed signal V. As a result, in the case of V ≧ V _h outputs a deploying operation signal to both wing spoiler drive mechanism proceeds to step 223, the process proceeds further to step 225. In the case of V <V _h is, step 224 from step 222
Then, an operation signal for accommodating both wing spoilers is outputted, and then one operation processing is terminated in step 225. By performing such control, the wing spoiler can be operated only at the time of high-speed running with an effect of improving aerodynamic characteristics.

As described above, the present invention has been described based on the specific embodiment.
The present invention is not limited to these, and various modifications are possible. For example, it is also possible to use an electric switch or a valve mechanism for controlling the power supply to the wing spoiler drive mechanism as a control device, and to operate the wing spoiler manually when the driver determines that it is necessary.

[Effects of the Invention] The air spoiler of the present invention has an extremely simple structure, and has a small and lightweight structure, which can improve the running stability of a vehicle in a crosswind. Therefore, the burden on the driver, especially during high-speed running, is reduced, and not only the safety of running the vehicle is greatly improved, but also its reliability is improved. In addition, since the wing spoiler is mounted separately on the left and right of the rear part of the vehicle, the air resistance does not increase remarkably and the physique of the air spoiler does not increase, so that a large driving device is not required even in the case of a retractable type.

[Brief description of the drawings]

FIG. 1 is a perspective view of an automobile equipped with an air spoiler according to an embodiment of the present invention, FIG. 2 is a schematic view showing a deployed and stored state of the wing spoiler of FIG. 1, and FIG. 3 is a drive of the wing spoiler of FIG. 4 and 5 are diagrams showing the installation conditions of the air spoiler according to the present invention, and FIGS. 6a and 6b are diagrams of the installation conditions shown in FIGS. 4 and 5. 7 is a schematic diagram for explaining the prerequisites, FIG. 7 is a diagram showing the aerodynamic characteristics of a vehicle equipped with the air spoiler of the embodiment, FIG. 8a is a pressure distribution diagram on the side of the vehicle during crosswind running, and FIG. FIG. 8a is a pressure distribution diagram similar to FIG. 8a when the air spoiler of the invention is mounted, FIG. 9 is a circuit block diagram of a control device of the wing spoiler of the embodiment, FIG.
FIGS. a and 10b are a sectional side view and a plan view of a window sensor used in the control device of FIG. 9, and FIGS.
FIG. 13 is a diagram for explaining the principle of the wind direction determination operation in the window sensor according to the embodiment. FIG. 13 is a flowchart for calculating the wind direction in the window sensor according to the embodiment. FIG. 14 is used in the control device according to the embodiment. 15 is an operation flowchart of the electronic control unit, FIG. 15 is an enlarged sectional view of an alternative actuator that can be used in the drive mechanism of FIG. 3, FIG. 16 is an operation flowchart of a modification of the electronic control unit of the embodiment,
FIG. 17 is a calculation flowchart of another modification of the electronic control unit of the embodiment. In the figure, 1 ... car, 2 ... rear trunk, 104a, 104b
...... Wing spoiler.

──────────────────────────────────────────────────続 き Continuation of the front page (56) References Japanese Utility Model Sho-63-176885 (JP, U) Japanese Utility Model Sho 63-105578 (JP, U) Japanese Patent Publication No. Sho 41-15322 (JP, B1) (58) Field (Int. Cl. ⁷ , DB name) B62D 37/02

Claims (16)

(57) [Claims] 1. An air spoiler for a vehicle, which is provided separately on the left and right sides of a rear portion of a vehicle and extends obliquely to the outside of the vehicle so as to block an air flow flowing from a rear side surface of the vehicle to an upper surface of the rear portion. The shape of the surface that blocks the air flow has a dent toward the rear side surface of the vehicle in which the air flow occurs, and the dent has a center of curvature on the side of the rear surface of the vehicle that blocks the air flow. An air spoiler for an automobile characterized by being defined by a curved portion as described above. 2. The automotive air spoiler according to claim 1, wherein the depression is formed by making a surface that blocks the air flow entirely curved. 3. The air spoiler for an automobile according to claim 1, wherein the depression is formed by bending at least one portion of a surface blocking the air flow. 4. The air spoiler for an automobile according to claim 1, wherein the air spoiler for an automobile is provided on a rear upper surface of a vehicle. 5. The vehicle air spoiler according to claim 1, wherein the vehicle air spoiler is provided on a lower surface of a rear portion of a vehicle. 6. The vehicle air spoiler according to claim 4, wherein an installation angle of the vehicle air spoiler is not less than 40 degrees and not more than 70 degrees with respect to a horizontal plane. 7. The air spoiler for an automobile according to claim 1, wherein the air spoiler for an automobile is provided on a rear surface of the vehicle. 8. The air spoiler for an automobile according to claim 7, wherein an installation angle of the air spoiler for an automobile is 40 degrees or more and 70 degrees or less with respect to a rear surface of the vehicle. 9. The vehicle air spoiler is installed at intervals of 75% to 83% of the vehicle width.
The automotive air spoiler according to any one of claims 1 to 4. 10. A driving device connected to the vehicle air spoiler, wherein the vehicle air spoiler is housed along the surface of the vehicle or is movably installed so as to extend from the surface of the vehicle. The automotive air spoiler according to any one of claims 1 to 9, further comprising a control device for controlling operation. 11. The air spoiler for an automobile according to claim 10, wherein the outer spoiler has a shape such that its outer shape follows the rear spoiler attached to the rear portion of the vehicle when stored. 12. The air spoiler for an automobile according to claim 11, wherein the driving device is installed in the rear spoiler. 13. The control device according to claim 10, wherein the control device has a vehicle speed detection device, and controls the drive device to store or deploy the vehicle air spoiler according to the vehicle speed. The automotive air spoiler as described. 14. The control device includes a crosswind detecting device, and controls the driving device to simultaneously store or deploy the left and right air spoilers for the vehicle in accordance with the crosswind.
An automotive air spoiler according to any one of claims 10 to 12. 15. The control device according to claim 10, wherein the control device has a crosswind detection device, and controls the drive device so that only the automotive air spoiler on the windward side is deployed with respect to the crosswind according to the crosswind. An automotive air spoiler according to claim 1. 16. The vehicle air spoiler according to claim 10, wherein the control device is manually operable to store or deploy the vehicle air spoiler simultaneously or independently.