JP6093671B2 - Vehicle stability control device for vehicle - Google Patents

Description

  The present invention relates to a vehicular running stability control device for controlling a device that generates a lifting force (lateral lifting force) in a vehicle width direction on a vertical wing provided on a vehicle body to improve running stability of the vehicle.

  The running stability of the vehicle may be impaired by a yaw moment generated in the vehicle body when receiving a cross wind while the vehicle is running. On the other hand, in order to maintain the running stability of the vehicle even when a yaw moment that impairs the running stability of the vehicle is generated, a technique for controlling the lift of the vehicle by a movable spoiler and suppressing the yaw moment is known. Yes. For example, Patent Document 1 includes, in a rear spoiler, a first wing that extends in the vehicle width direction and a second wing that can move behind the first wing, and the wing cross-sectional shape is changed by moving the second wing. There is disclosed a vehicle travel stabilization apparatus that obtains a lift in a downward direction.

  In addition, when the movable spoiler does not operate normally, the yaw moment generated in the vehicle body cannot be properly suppressed, and the yaw moment is not predicted due to the lift increased or decreased by the spoiler that does not operate normally. There is a risk of change. On the other hand, for example, Patent Document 2 discloses a technique for detecting an abnormal operation of a spoiler and notifying a driver.

JP-A-2-6281 JP-A-8-258754

  However, in the case of a vehicle running stabilization device that improves the running stability of the vehicle by controlling the lift of the vehicle by operating the spoiler, when the spoiler does not operate normally, an abnormality in the operation of the spoiler is detected and the abnormality is detected. Even if the driver is notified of the occurrence of this, the running stability of the vehicle cannot be maintained. That is, even if the driver can stop the traveling of the vehicle and check the abnormal part, the driver cannot take action if the traveling of the vehicle cannot be stopped immediately. In addition, if the driver cannot repair the abnormal part by himself / herself, eventually, the spoiler will continue to travel with the abnormal operation.

  Accordingly, the present invention provides a vehicular running stability control device capable of appropriately compensating for an abnormality and continuously controlling the lift when an abnormality occurs in the vehicular running stabilization device that controls lift. For the purpose.

  In order to achieve the above object, the vehicle travel stability control device according to the present invention includes vertical wings that extend in the vehicle front-rear direction and that are provided in the vehicle body side by side in the vehicle width direction and that are deformable in the width direction. A space that can be expanded and contracted on both sides in the width direction inside the vertical wing, and expands by the pressure of the fluid enclosed inside, thereby causing the left and right sides of the vertical wing to bulge outward in the width direction. Based on the behavior of the vehicle, the lateral lift force calculating means for calculating the lateral lift force in the vehicle width direction necessary for stabilizing the traveling of the vehicle, and the lateral lift force calculated by the lateral lift force calculating means In order to generate, the lateral lift force setting means for setting the lateral lift force to be generated for each vertical blade, and the pressure of the fluid for each fluid chamber based on the lateral lift force for each vertical blade set by the lateral lift force setting means Pressure setting to set A pressure adjusting means for adjusting the pressure of the fluid in each fluid chamber to a set pressure set by the pressure setting means, and detecting whether or not the pressure of the fluid in each fluid chamber is within a predetermined range Pressure detecting means, and when the pressure detecting means detects that the pressure of the fluid in any fluid chamber is not within the predetermined range, the pressure adjusting means is the pressure of the fluid in the fluid chamber that is not the set pressure. The lateral lift force setting means causes the lateral lift force calculated by the lateral lift force calculating means to bulge by expansion of the fluid chamber detected by the pressure detection means as being within the predetermined range. In order to generate by the bulging of only the side surface of the vertical wing, the lateral lifting force generated for each side surface of each vertical wing is set again.

  In this way, it is possible to swell by adjusting the fluid pressure in the fluid chamber for each of the left and right sides of each vertical wing, and set the lateral lifting force to be generated according to the behavior of the vehicle, and generate the set lateral lifting force Therefore, the pressure of the fluid in each fluid chamber is set to bulge each side surface of each vertical blade. If the pressure in one of the fluid chambers is not within the predetermined range, stop adjusting the pressure in the fluid chamber and use the side surface of the vertical blade that bulges out from the fluid chamber that is not in the predetermined range. The set lateral lifting force is generated. That is, in order to generate the set lateral lifting force using only the fluid chamber having a pressure within a predetermined range, the lateral lifting force generated for each vertical blade is reset.

  As a result, it is possible to detect for each side surface of the vertical wing that the bulge of the side surface of any one of the vertical wings is not normally performed due to some malfunction, and it is functioning normally even if a malfunction occurs. Other vertical wing sides can be used to generate the desired lateral lift.

  According to the present invention, even if the side surface of one of the vertical wings does not bulge normally, the desired lateral lifting force can be generated by the bulge of the side surface of another vertical wing that functions normally. Even if an abnormality occurs in the device that controls the lift, the running stability of the vehicle can be maintained.

It is the whole side view which showed the rear part of the vehicle of this invention in detail. 1 is an overall rear view of a vehicle according to the present invention. It is AA 'sectional drawing of FIG. It is a schematic block diagram which shows an example of the air chamber of this invention. It is a block diagram of the configuration of the vehicle travel stability control device of the present invention. It is explanatory drawing which shows an example of the swelling state of the vertical wing panel of this invention. It is a figure which shows an example of the horizontal lifting force generation process of this invention. It is a figure which shows an example of the normal time air pressure setting table of this invention. It is a figure which shows an example of the air pressure setting table at the time of abnormality of this invention. It is explanatory drawing which compared the expansion | swelling state of the air chamber and the vertical wing panel in the case where the air pressure of all the air chambers of this invention is normal, and the case where abnormality is detected in the air pressure of one air chamber.

  1 to 10 show an embodiment of the present invention.

  As shown in FIGS. 1 and 2, the vehicle 1 equipped with the vehicle running stability control device of the present invention is provided with a rear spoiler 3 on the upper surface of the vehicle body panel 2 at the rear of the vehicle 1.

  The rear spoiler 3 is provided at both ends in the vehicle width direction on the rear upper surface of the vehicle body panel 2 and extends in the vehicle width direction of the vehicle 1 and a pair of left and right vertical blades 4L and 4R extending in the vehicle front-rear direction. The lower surface has horizontal blades 5 connected to the upper ends of the vertical blades 4L and 4R, respectively.

  The pair of vertical blades 4L and 4R are arranged in parallel to each other. As shown in FIG. 3, the vertical blades 4L and 4R respectively include a support column 41 extending upward from the upper surface of the vehicle body panel 2 and a vertical blade panel 42F that covers the outer periphery of the support column 41 and constitutes the outer peripheral surface of the vertical blades 4L and 4R. , 42L, 42R, 42B, an air chamber 43 that is a fluid chamber provided in a space between the support column 41 and the vertical blade panels 42F, 42L, 42R, 42B, and air that communicates the support column 41 with the air chamber 43. 1 and further includes a pressure accumulation tank 45 that is provided near the rear trunk room of the vehicle 1 and supplies air (fluid) to the air passage 44, as shown in FIG.

  The support column 41 is formed in a substantially tapered shape whose size is reduced from the front portion toward the rear portion, the lower end portion is connected to the upper surface of the vehicle body panel 2, and the lower end of the horizontal wing 5 is supported at the upper end portion. .

  The vertical wing panels 42F, 42L, 42R, and 42B are formed of elastic and stretchable members, and include a front panel 42F that covers the front side of the column 41, and side panels 42L and 42R that cover the left and right sides of the column 41. The rear panel 42B covers the rear side of the support column 41, and the front panel 42F, the side panels 42L and 42R, and the rear panel 42B are integrally formed. The front panel 42F and the rear panel 42B are fixed to the front portion and the rear portion of the support column 41 with an adhesive or the like, respectively. Further, the front panel 42F is formed thicker than the side panels 42L and 42R and the rear panel 42B in order to prevent deformation due to wind pressure from the front when the vehicle 1 is traveling.

  A space between the support column 41 and the inner surfaces of the side panels 42L and 42R is provided with a pair of left and right air chambers 43a and 43b that are formed of a member such as rubber having elasticity and stretchability and can expand and contract. Yes. The air chamber 43a is provided between the side panel 42L that covers the left side surface of the support column 41 and the support column 41, and the air chamber 43b is provided between the side panel 42R that covers the right side surface of the support column 41 and the support column 41. Yes. The air chambers 43a and 43b extend along the vertical direction of the side surface of the support column 41, and are fixed to the side surface of the support column 41 with an adhesive or the like. The air chambers 43a and 43b have airtightness, expand by air pressure supplied to the inside, and contract by their own elastic restoring force by discharging the air pressure. When the air chambers 43a and 43b are expanded, the air chambers 43a and 43b are expanded in the vehicle width direction accordingly. For example, when the air chamber 43a of the vertical wing 4L expands, the air chamber 43a presses the inner wall of the side panel 42L of the vertical wing 4L outward, and the side panel 42L swells leftward in the vehicle.

  Each air chamber is provided with pressure detecting means for detecting the air pressure in each chamber, and the left outer air pressure sensor 48a is provided as an air pressure detecting means in the air chamber 43a of the vertical blade 4L. The air chamber 43b is provided with a left inner air pressure sensor 48b as air pressure detecting means, the air chamber 43b of the vertical blade 4R is provided with a right outer air pressure sensor 49a as air pressure detecting means, and the air chamber 43a of the vertical blade 4R is air pressure. A right inner air pressure sensor 49b is provided as a detecting means.

  Inside the column 41, air passages 44a and 44b are formed, one end of which communicates with the air chamber 43a and the air chamber 43b, respectively, and the other end of the air passages 44a and 44b communicates with the pressure accumulation tank 45. The pressure accumulating tank 45 is always accumulated by sending a constant pressure of air from a compressor (not shown) or the like.

  As shown in FIG. 4, the air passages 44 a and 44 b are connected to the air chambers 43 a and 43 b in the air passages 44 a and 44 b, respectively, and the air chambers 43 a in the air passages 44 a and 44 b. , 43b side and the discharge passages 44c, 44d are provided with a control valve that can be switched between three positions: a position where the discharge passages 44c, 44d communicate with each other and a position where the air passages 44a, 44b are blocked. A left outer switching valve 46a is provided as a control valve in the air passage 44a communicating with the air chamber 43a of the vertical blade 4L, and a left inner switching as a control valve is provided in the air passage 44b communicating with the air chamber 43b of the vertical blade 4L. A valve 46b is provided, a right outside switching valve 47a as a control valve is provided in the air passage 44b communicating with the air chamber 43b of the vertical blade 4R, and a control is provided in the air passage 44a communicating with the air chamber 43a of the vertical blade 4R. A right inner switching valve 47b is provided as a valve.

  These switching valves 46 a, 46 b, 47 a, 47 b are controlled by the pneumatic controller 10 provided inside the vehicle 1. The pneumatic controller 10 is an ECU (Electronic Control Unit), and, as shown in FIG. 5, on the output side, the left outer switching valve driving unit 46 c that operates each switching valve 46 a, 46 b, 47 a, 47 b, and the left inner switching, respectively. The valve drive unit 46d, the right outer switching valve drive unit 47c, and the right inner switching valve drive unit 47d are connected. Further, the input side of the pneumatic controller 10 is a yaw rate sensor 6 that is provided at a substantially central portion of the vehicle 1 and detects a yaw rate of the vehicle 1, and a vehicle that is a vehicle speed detection unit that detects the traveling speed of the vehicle 1. The speed sensor 7 and the air pressure sensors 48a, 48b, 49a, 49b are connected.

  Thus, the yaw rate information from the yaw rate sensor 6, the vehicle speed information from the vehicle speed sensor 7, and the air pressure information from the air pressure sensors 48a, 48b, 49a, 49b are input to the air pressure controller 10. The air pressure controller 10 analyzes various input information and outputs a control signal to each switching valve drive unit 47c, 47d, 48c, 48d to adjust the air pressure in each air chamber 43a, 43b.

  As shown in FIG. 6, in this embodiment, the air pressure in the air chambers 43a and 43b can be controlled in four stages for each air chamber, and the air chambers 43a and 43b are at the lowest air pressure level LEVEL0. Decreases to the minimum, and expands to the maximum when the air pressure level LEVEL3 is the highest. By controlling the air pressure of the air chambers 43a and 43b in this way, the bulging rate of the side panels 42L and 42R pushed out by the air chambers 43a and 43b can be adjusted. That is, as the air pressure level of the air chambers 43a and 43b is higher, the air chambers 43a and 43b expand more greatly, so that the side panels 42L and 42R pressed by the air chambers 43a and 43b greatly expand in the vehicle width direction.

  The lateral panels 42L and 42R bulge out to generate a lateral lifting force in the vehicle width direction, thereby adjusting the yaw moment (turning moment) for turning the vehicle 1 during traveling. That is, when the air pressure level of one of the air chambers 43a and 43b is higher than the other air pressure level while the vehicle 1 is traveling, one of the side panels 42L and 42R bulges larger than the other. Thereby, the flow velocity of the airflow flowing through the outer surfaces of the side panels 42L and 42R on the side that is greatly expanded is faster than the airflow flowing through the outer surfaces of the other side panels 42L and 42R. Therefore, a pressure difference is generated between the side panels 42L and 42R on the side that is greatly expanded and the side panels 42L and 42R on the other side, and the lateral lift force toward the side panels 42L and 42R that are greatly expanded is the vertical blades 4L and 4R. Occurs.

  By generating a yaw moment acting in the opposite direction to the turning moment acting on the vehicle 1 by this lateral lifting force, the turning moment acting on the vehicle 1 can be suppressed. For example, when the air pressure in the air chamber 43a of the vertical wing 4L increases and the side panel 42L swells, the lateral lifting force toward the side panel 42L of the vertical wing 4L increases, so the yaw moment in the left direction at the rear of the vehicle 1 Occurs. The yaw moment increases as the lateral lifting force toward the side panel 42L of the vertical blade 4L increases. Therefore, when suppressing the left turning moment acting on the vehicle 1, the air pressure level of the air chamber 43a is increased according to the magnitude of the left turning moment. On the other hand, when the air pressure in the air chamber 43b increases and the side panel 42R swells, the lateral lifting force toward the side panel 42R increases and a yaw moment in the right direction is generated at the rear of the vehicle 1. The yaw moment increases as the lateral lifting force toward the side panel 42R increases. Therefore, when suppressing the right turning moment acting on the vehicle 1, the air pressure level of the air chamber 43b is increased according to the magnitude of the right turning moment.

  Next, a lateral lift generation process for performing a process of generating a lateral lift force in the vertical blades 4L and 4R in order to suppress a turning moment that hinders the stable traveling of the vehicle 1 will be described with reference to FIGS. Note that the processing flow shown in FIG. 7 is executed every predetermined cycle (for example, 100 milliseconds).

  First, in step S1, the air pressure controller 10 performs a process of inputting various information and reading parameters of the yaw rate, the vehicle speed, and each air pressure.

  In step S2, the pneumatic controller 10 performs a process for obtaining a yaw moment acting on the vehicle 1 based on the yaw rate parameter and the vehicle speed parameter read in step S1. In the present embodiment, as shown in FIGS. 8 and 9, using the yaw rate parameter and the vehicle speed parameter, whether the yaw moment acting on the vehicle 1 is a left turning moment or a right turning moment, and The magnitude of the moment is calculated and evaluated in five stages. For example, if the left turning moment acting on the vehicle 1 is large, it is evaluated as a left turning level 2. If the yaw moment acting on the vehicle 1 is not generated to the extent that the stable running of the vehicle 1 is prevented, Evaluated as level 0.

  In step S3, the air pressure controller 10 determines whether or not an abnormality is detected in the air pressure of one of the air chambers 43a and 43b. Specifically, the pneumatic controller 10 determines whether any flag stored in the abnormality occurrence flag storage area of a RAM (RANDOM ACCESS MEMORY) built in the pneumatic controller 10 is ON. The flag stored in the abnormality occurrence flag storage area is a flag that is turned on when an abnormality is detected in the air pressure of any one of the air chambers 43a and 43b, as will be described later, and the air chamber in which the abnormality is detected. The abnormality occurrence flag stored in the storage area corresponding to is turned on. That is, the case where any abnormality occurrence flag is ON is a case where an abnormality is detected in the air pressure of any one of the air chambers 43a and 43b. If there is no air chamber 43a, 43b in which an abnormality in air pressure is detected, the process proceeds to step S4. If an abnormality is detected in the air pressure in any one of the air chambers 43a, 43b, the process proceeds to step S5. Move.

  In step S4, the air pressure controller 10 performs processing for setting the air pressure level of each of the air chambers 43a and 43b with reference to the normal air pressure setting table shown in FIG. 8 based on the turning level evaluated in step S2. The normal air pressure setting table is used to set the required air pressure level of each of the air chambers 43a and 43b in order to generate a lateral lifting force that suppresses the yaw moment of the evaluated turning level. For example, when the evaluated turning level is the left turning level 2, the air chamber 43a of the vertical blade 4L and the air chamber 43a of the vertical blade 4R are set to the air pressure level LEVEL2, and the other air chambers are set to the air pressure level. Set to LEVEL0. When this process ends, the process moves to a step S6.

  In step S5, the air pressure controller 10 refers to the abnormal air pressure setting table shown in FIG. 9 on the basis of the turn level evaluated in step S2 and the flag stored in the abnormality occurrence flag storage area. Processing for setting the air pressure level of the chambers 43a and 43b is performed. The abnormal-time air pressure setting table is used to generate a lateral lifting force that suppresses the yaw moment of the evaluated turning level in a state where the air pressure of any one of the air chambers 43a and 43b is abnormal. 43b, the required air pressure level is set. The feature of this abnormal time air pressure setting table is that when it is detected that the air pressure in any one of the air chambers 43a and 43b is abnormal, the control of the air chambers 43a and 43b in which the abnormality is detected is stopped. Only normal air chambers 43a and 43b are used. That is, when an abnormality is detected in the air pressure in the air chambers 43a and 43b, a lateral lifting force that suppresses the yaw moment as much as possible is generated using only the side panels 42L and 42R that bulge out from the normal air chambers 43a and 43b. Let

  In the present embodiment, reference is made to the abnormal pressure setting table for each air chamber 43a, 43b in which an abnormality has been detected. For example, when it is detected that the air pressure in the air chamber 43a of the vertical blade 4L is abnormal, the table in FIG. In this case, since the lateral wing force cannot be generated in the vertical wing 4L due to the bulging of the side panel 42L of the vertical wing 4L, the lateral lifting force that suppresses the left turning moment is only caused by the bulging of the side panel 42L of the vertical wing 4R. generate. Therefore, when the left turning moment is generated, the air pressure level of the air chamber 43a of the vertical blade 4R is set higher than that in the normal state. For example, when it is evaluated that the left turning level is 2, the air chamber 43a of the normal vertical wing 4R is set to the air pressure level LEVEL2 (see FIG. 8), but the air pressure of the air chamber 43a of the vertical wing 4L is The air chamber 43a of the vertical blade 4R when abnormal is set to the air pressure level LEVEL3. When this process ends, the process moves to a step S6.

  In step S6, the air pressure controller 10 performs a process of adjusting the air chambers 43a and 43b to the air pressure level set in step S4 or step S5. Specifically, the air pressure controller 10 sets the air pressure set in each switching valve drive unit 47c, 47d, 48c, 48d that operates each switching valve 46a, 46b, 47a, 47b corresponding to each air chamber 43a, 43b. Processing to output a control signal corresponding to the level is performed.

  In step S7, the air pressure controller 10 analyzes the air pressure information input from each air pressure sensor 48a, 48b, 49a, 49b, and determines whether or not the air pressure in each air chamber 43a, 43b is abnormal. Specifically, if the air pressure in any one of the air chambers 43a and 43b has not reached the air pressure level set in step S4 or step S5, it is determined that the air pressure is abnormal. Factors that cause an abnormality in the air pressure in the air chambers 43a and 43b include failure of the switching valves 46a, 46b, 47a, and 47b, breakage of the air chambers 43a and 43b, and the like. As described above, when the air pressure in the air chambers 43a and 43b does not reach the set air pressure level due to a failure or breakage of any of the parts, a desired lateral lifting force cannot be generated and acts on the vehicle 1. The yaw moment may not be suppressed.

  And when it is judged that the air pressure of either air chamber 43a, 43b is abnormal, a process is moved to step S8. On the other hand, if it is determined that there is no abnormality in the air pressure of any of the air chambers 43a and 43b and the air pressures of all the air chambers 43a and 43b have reached the set air pressure level, the lateral lifting force generation process is terminated. To do.

  In step S8, the air pressure controller 10 performs a process of turning on a flag corresponding to the air chambers 43a and 43b in which the air pressure is determined to be abnormal among the flags in the abnormality flag storage area. In the abnormality occurrence flag storage area, a flag corresponding to the air chamber 43a of the vertical blade 4L, a flag corresponding to the air chamber 43b of the vertical blade 4L, a flag corresponding to the air chamber 43a of the vertical blade 4R, and air of the vertical blade 4R A flag corresponding to the chamber 43b is stored. Thereby, the air pressure controller 10 can grasp whether or not there are air chambers 43a and 43b having abnormal air pressure, and which air chambers 43a and 43b have abnormal air pressure.

  Further, the air pressure controller 10 performs a process of stopping the control of the air pressure of the air chambers 43a and 43b in which an abnormality has occurred. For example, when the air pressure in the air chamber 43a of the vertical blade 4L is abnormal, the output of the control signal to the left outside switching valve drive unit 46c is stopped.

  Furthermore, the air pressure controller 10 performs processing for notifying the driver of an abnormality in air pressure in the air chambers 43a and 43b. In the present embodiment, a notification display such as “A drive abnormality has occurred in a vertical wing” is displayed on a touch panel display (not shown) provided near the driver's seat of the vehicle 1. The driver may be notified by voice output or lamp lighting.

  When these processes are performed, the process returns to step S1. Thereby, the turning level in a state where an abnormality has occurred in one of the air chambers 43a and 43b is re-evaluated (step S2), and a process of generating a lateral lift force using only the normal air chambers 43a and 43b is performed ( Step S5, Step S6). For example, when it is evaluated that the left turning level is 2, when the air pressures of all the air chambers 43a and 43b are normal, the air chamber 43a of the vertical blade 4L and the air chamber 43a of the vertical blade 4R are respectively at the air pressure level LEVEL2. (See FIG. 8), as shown in FIG. 10A, the side panel 42L of the vertical wing 4L and the side panel 42L of the vertical wing 4R bulge out. On the other hand, when the air pressure in the air chamber 43a of the vertical blade 4L is abnormal, the air chamber 43a of the vertical blade 4R is set to the air pressure level LEVEL3 (see FIG. 9A), as shown in FIG. 10B. Thus, only the side panel 42L of the vertical wing 4R bulges greatly.

  According to the vehicular running stability control apparatus configured as described above, the side panels 42L and 42R of the vertical wing 4L and the side panels 42L and 42R of the vertical wing 4R respectively adjust the air pressure of the air chambers 43a and 43b. The lateral lifting force is generated by the bulging of the vehicle 1 and the yaw moment acting on the vehicle 1 is suppressed. The air pressure in the air chambers 43 a and 43 b is set according to the yaw moment acting on the vehicle 1. When an abnormality is detected in any one of the air chambers 43a and 43b by the air pressure sensors 48a, 48b, 49a and 49b provided in the air chambers 43a and 43b, the air chambers 43a and 43b in which the abnormality is detected. Without using the air pressure, the air pressure that generates the lateral lifting force for suppressing the yaw moment acting on the vehicle 1 is reset using only the other normal air chambers 43a and 43b. As a result, even if one of the side panels 42L and 42R does not bulge due to a failure or the like, the lateral lifting force for covering the bulging of the other side panels 42L and 42R and suppressing the yaw moment acting on the vehicle 1 can be obtained. Can be generated.

  In addition, since the air pressure can be individually set and adjusted for each of the air chambers 43a and 43b, even if any of the air chambers 43a and 43b malfunctions due to a failure or the like, the other air chambers 43a and 43b By adjusting the air pressure level, a lateral lift force that is the same as or close to the desired lateral lift force can be generated.

  Further, in order to evaluate the yaw moment acting on the vehicle 1 as the turning level based on the vehicle speed and the yaw rate of the vehicle 1, and to generate a lateral lifting force that suppresses the yaw moment of the evaluated turning level, each air chamber The required air pressure level of 43a, 43b is set. Thereby, the yaw moment which acts on the vehicle 1 can be suppressed appropriately, and the stable running of the vehicle 1 can be supported.

  In the present embodiment, the pressure accumulation tank 45 is illustrated as an air pressure supply source to the air chambers 43a and 43b. However, air pressure may be directly supplied from a drive source such as a compressor, or when the vehicle 1 is traveling. The generated wind pressure may be used as a pressure supply source.

  Further, in this embodiment, when the yawment acting on the vehicle 1 is evaluated as the turning level, the yaw rate detected by the yaw rate sensor is used. However, the present invention is not limited to this. You may make it evaluate the yaw moment which acts on the vehicle 1 based on the strength of the cross wind which the front part of the vehicle 1 detected by the sensor receives.

  Further, in the present embodiment, the air chambers 43a and 43b that are fluid chambers expand and contract by supply and discharge of air that is a fluid, but are not limited thereto. For example, instead of air, the fluid chamber may be expanded and contracted by supplying and discharging water, oil, gas, or the like.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Body panel 3 Rear spoiler 4R, 4R Vertical wing 5 Horizontal wing 6 Yaw rate sensor 7 Car speed sensor 10 Pneumatic controller 41 Strut 42F Front panel 42L, 42R Side panel 42B Rear panel 43a, 43b Air chamber 44a, 44b Air passage 44c, 44d Discharge passage 45 Accumulation tank 46a Left outside switching valve 46b Left inside switching valve 46c Left outside switching valve drive unit 46d Left inside switching valve drive unit 47a Right outside switching valve 47b Right inside switching valve 47c Right outside switching valve drive unit 47d Right inside Switching valve drive 48a Left outer air pressure sensor 48b Left inner air pressure sensor 49a Right outer air pressure sensor 49b Right inner air pressure sensor

Claims (3)

Vertical wings that extend in the vehicle longitudinal direction and that are horizontally arranged in the vehicle width direction and that can be deformed in the width direction on the left and right side surfaces;
Stretchable space provided on both sides in the width direction inside the vertical wing, which expands by the pressure of the fluid sealed inside, and causes the right and left sides of the vertical wing to bulge outward in the width direction. Possible fluid chambers,
A lateral lift force calculating means for calculating a lateral lift force in the vehicle width direction necessary for stabilizing the traveling of the vehicle based on the behavior of the vehicle;
In order to generate the lateral lift calculated by the lateral lift calculation means, the lateral lift setting means for setting the lateral lift generated for each vertical blade,
Pressure setting means for setting the pressure of the fluid for each fluid chamber based on the lateral lift for each vertical blade set by the lateral lift setting means;
Pressure adjusting means for adjusting the pressure of the fluid in each fluid chamber to a set pressure set by the pressure setting means;
Pressure detecting means for detecting whether or not the pressure of the fluid in each fluid chamber is within a predetermined range;
With
When the pressure detection means detects that the fluid pressure in any fluid chamber is not within the predetermined range, the pressure adjustment means stops adjusting the pressure of the fluid in the fluid chamber that is not the set pressure, and the lateral lift force The setting means swells only the side surface of the vertical wing which is swelled by the expansion of the fluid chamber, in which the lateral lift force calculated by the lateral lift force calculation means is detected by the pressure detection means as being within a predetermined range. Therefore, the lateral lift force generated for each side surface of each vertical wing is set again in order to be generated by the vehicle running stability control device for vehicles. Pressure adjustment means
The vehicle travel stability control device according to claim 1, wherein the fluid pressure in each fluid chamber is adjusted by supplying fluid to each fluid chamber or discharging the fluid in each fluid chamber. . The lateral lifting force setting means is
The lateral lifting force required to stabilize the traveling of the vehicle is calculated based on the vehicle speed and the yaw rate detected by the vehicle speed detecting means and the yaw rate detecting means provided in the vehicle. The vehicle travel stability control device according to claim 2.

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