JP6950485B2 - Vehicle rectifier - Google Patents

Description

The present disclosure relates to a vehicle rectifying device including a rectifying member arranged in front of the front wheels of the vehicle so as to be able to move up and down with respect to the vehicle body.

Conventionally, as a rectifying device for a vehicle of this type, a spats (rectifying member) arranged in front of the front wheels of the vehicle, a drive mechanism for locating the spats in front of the front wheels and removing the spats from the positions, a speed sensor, and a drive mechanism. Those including a control device are known (see, for example, Patent Document 1). The control device of this vehicle rectifier controls the drive mechanism so that the spats are positioned immediately before the front wheels when the vehicle speed detected by the speed sensor is equal to or higher than a certain value. As a result, it is possible to eliminate the airflow that hits the front wheels when the vehicle is traveling at high speed, suppress an increase in pressure in front of the front wheels, and reduce air resistance and lift with respect to the vehicle.

Further, as a vehicle rectifying device, a rectifying member arranged in front of the front wheels and rotatably supported by the vehicle body, and the rectifying member are rotated between a hanging position on the lower side of the vehicle body and a storage position on the vehicle body side. There is also known one including a driving unit for causing the driving unit and a controlling unit for controlling the driving unit (see, for example, Patent Document 2). In the rectifying member of this vehicle rectifying device, a speed-increasing path is formed so that the cross-sectional area gradually decreases from the entrance to the exit and the entrance faces the front of the vehicle body when the rectifying member rotates to the storage position. ing. Further, a guide member is provided downstream of the rectifying member and on the upper surface of the front suspension arm to deflect the airflow guided by the rectifying member toward the rear of the vehicle body toward the brake portion of the front wheels. Then, the control unit controls the drive unit so as to rotate the rectifying member from the hanging position to the rear of the vehicle body when the temperature of the brake unit of the front wheels detected by the temperature sensor rises above the threshold value, thereby increasing the temperature. The airflow that has increased in speed through the highway is deflected toward the brake portion of the front wheels by the guide member. As a result, the accelerated airflow can be blown onto the brake portion to cool the brake portion, and the occurrence of fade or vapor lock phenomenon can be suppressed. Further, when the temperature of the brake unit drops below the threshold value, the control unit controls the drive unit so as to rotate the rectifying member to the hanging position again.

Japanese Unexamined Patent Publication No. 05-105124 Japanese Unexamined Patent Publication No. 2017-52338

By mounting the vehicle rectifier as described above on the vehicle, it is possible to improve the aerodynamic performance of the vehicle and improve the fuel efficiency and the like. However, the vehicle rectifier described in Patent Document 1 does not take into consideration the temperature rise of the brake, and may cause a fade or vapor lock phenomenon of the brake when the vehicle travels at high speed. Further, although the vehicle rectifying device described in Patent Document 2 takes into consideration the temperature rise of the brake, since the rectifying member is rotated from the hanging position to the rear of the vehicle body when the brake is cooled, the front wheels are cooled when the brake is cooled. It is not possible to improve the aerodynamic performance of the vehicle by eliminating the airflow that hits.

Therefore, a main object of the present disclosure is to provide a vehicle rectifying device capable of suppressing a temperature rise of a brake while ensuring good aerodynamic performance of the vehicle.

The vehicle rectifying device of the present disclosure controls a rectifying member arranged in front of the front wheels of the vehicle so as to be able to move up and down with respect to the vehicle body, a driving device for raising and lowering the rectifying member with respect to the vehicle body, and the driving device. In the vehicle rectifying device including the control device, the rectifying member includes a ventilation path for passing air from the front to the rear, and in the control device, the rectifying member has a storage position on the vehicle body side. The inflow of air into the air inlet of the ventilation passage is regulated by the vehicle body, and the portion of the rectifying member below the ventilation passage protrudes downward from the vehicle body, and the first rectifying position of the ventilation passage. The drive device so that the inflow of air into the air inlet is allowed and the portion of the rectifying member below the ventilation path is located at any of the second rectifying positions protruding downward from the vehicle body. Is to control.

In this vehicle rectifying device, when the rectifying member is positioned at the first rectifying position, the inflow of air into the air inlet of the ventilation passage is regulated by the vehicle body, and the portion of the rectifying member below the ventilation passage is concerned. It protrudes downward from the car body. As a result, it is possible to suppress the air from the front from hitting the front wheels by the rectifying member and improve the aerodynamic performance of the vehicle. Further, when the rectifying member is located at the second rectifying position, the inflow of air into the air inlet of the ventilation path is allowed, and the portion of the rectifying member below the ventilation path projects downward from the vehicle body. As a result, the air that has passed through the ventilation path of the rectifying member is sent to the vicinity of the brake of the front wheel to cool the brake without returning the rectifying member to the retracted position, and the rectifying member suppresses the air from hitting the front wheel from the front. can do. As a result, according to this vehicle rectifier, it is possible to suppress the temperature rise of the brake while ensuring good aerodynamic performance of the vehicle.

Further, the rectifying member may be rotatably supported by the vehicle body so that the end on the air inlet side moves up and down with respect to the vehicle body, and the ventilation path is when the rectifying member is viewed from the side. The straightening member may be formed so as to extend along the upper edge portion. As a result, it is possible to regulate or allow the inflow of air into the ventilation path by rotating the rectifying member with respect to the vehicle body, and to sufficiently secure a portion contributing to rectification under the ventilation path. ..

Further, the distance from the axis of the rotation shaft of the rectifying member to the lower end of the rectifying member at the first rectifying position and the distance from the axis to the lower end of the rectifying member at the second rectifying position are May be equal. As a result, the ground height of the lower end of the rectifying member when the rectifying member is viewed from the side can be made the same at the first rectifying position and the second rectifying position, so that air flows into the air inlet of the ventilation path. It is possible to suppress the rectifying effect of the rectifying member, that is, the change in the aerodynamic performance of the vehicle between the time when the brake is not cooled and the time when the brake is cooled where the inflow of air into the air inlet of the ventilation path is allowed. Become.

Further, the edge portion from the lower end at the first rectifying position to the lower end at the second rectifying position when the rectifying member is viewed from the side is formed by an arc centered on the axial center of the rotating shaft. It may be formed.

Further, the opening width of the air inlet of the ventilation passage is larger than the opening width of the air outlet of the ventilation passage, and the outer end portion of the air outlet in the vehicle width direction is in the vehicle width direction of the air inlet. It may be located inside the vehicle width direction from the outside end. As a result, when the rectifying member is positioned at the second rectifying position, more air from the front of the vehicle can be taken into the ventilation path, and the air can be accelerated and sent to the vicinity of the brakes of the front wheels. It is possible to cool the brake better.

Further, the ventilation passage may be defined by at least a bottom wall surface and a pair of side wall surfaces formed on the rectifying member. As a result, when the rectifying member is positioned at the second rectifying position, the air flowing into the ventilation path from the front of the vehicle can be smoothly sent to the vicinity of the brakes of the front wheels without causing turbulence of the air flow.

Further, the control device may control the drive device based on the vehicle speed of the vehicle and the brake temperature of the brakes provided on the front wheels. As a result, the rectifying member can be appropriately positioned at any of the storage position and the first and second rectifying positions according to the traveling state of the vehicle.

Further, in the control device, after the brake temperature reaches the predetermined cooling start temperature from the time when the vehicle speed reaches the predetermined rectification start speed to the time when the vehicle speed becomes equal to or lower than the predetermined rectification end speed. The drive device may be controlled so that the rectifying member is located at the second rectifying position until a predetermined cooling end temperature is reached.

It is a schematic block diagram which shows the vehicle rectifier device of this disclosure. It is a perspective view which shows the rectifying member of the vehicle rectifying apparatus of this disclosure. It is an enlarged view which shows the main part of the vehicle rectifier device of this disclosure. It is a schematic diagram which shows the rectifier device for a vehicle of this disclosure. It is a schematic block diagram for demonstrating the operation of the vehicle rectifier device of this disclosure. It is a flowchart which shows an example of the control routine executed by the control device of the vehicle rectifier device of this disclosure. It is a schematic block diagram for demonstrating the operation of the vehicle rectifier device of this disclosure. It is a schematic block diagram for demonstrating the operation of the vehicle rectifier device of this disclosure. It is a schematic block diagram which shows the other vehicle rectifier of this disclosure.

Next, a mode for carrying out the invention of the present disclosure will be described with reference to the drawings.

FIG. 1 is a schematic configuration diagram showing a vehicle rectifier 10 of the present disclosure. The vehicle rectifier 10 shown in the figure is provided for each front wheel Wf of the vehicle 1 and suppresses an increase in pressure due to air hitting the corresponding front wheel Wf (tire) from the front to suppress the air resistance of the vehicle 1. And to reduce lift. As shown in FIG. 1, the vehicle rectifying device 10 has a rectifying member (spats) 11 arranged so as to be able to move up and down with respect to the vehicle body 2 (bumper in the present embodiment) in front of the front wheel Wf of the vehicle 1 and rectifying. A drive device 12 for raising and lowering the member 11 with respect to the vehicle body 2 and a control device 15 for controlling the drive device 12 are included.

The rectifying member 11 is made of resin and has an outer shape substantially similar to that of a solid obtained by dividing a sphere or a spheroid into eight equal parts, as shown in FIG. That is, the rectifying member 11 is orthogonal to the flat upper end surface 111, the flat inner side surface 112 (see FIG. 4) orthogonal to the upper end surface 111 in the present embodiment, and the upper end surface 111 and the inner side surface 112 in the present embodiment. It has a flat rear end surface 113 (see FIG. 4) and a convex curved surface (spherical surface or spheroidal surface) rectifying surface 114 defined by the edges of the upper end surface 111, the inner side surface 112, and the rear end surface 113.

As a result, the edge portion 11a (see FIG. 1) located on the outside of the vehicle when the rectifying member 11 is viewed from the front is formed by an outwardly convex curve such as an arc or an elliptical arc, and the vehicle when the rectifying member 11 is viewed in a plan view. The outer edge 11b (see FIG. 4) is formed by an outwardly convex curve such as an arc or an elliptical arc. Further, as shown in FIG. 3, the edge portion 11c from the front end 11f of the rectifying member 11 to the lower rear end 11rl when the rectifying member 11 is viewed from the side is formed by an arc having a central angle α of 90 ° or more. ing. In the present embodiment, the upper limit of the central angle α is, for example, about 110 °.

Further, the rectifying member 11 is formed so as to extend parallel to the upper end surface 111 along the upper edge portion 11d when the rectifying member 11 is viewed from the side at a position close to the upper end surface 111. including. As shown in FIGS. 2 and 3, the ventilation passage 120 is a through hole defined by a bottom wall surface 121, a pair of side wall surfaces 122a and 122b, and a ceiling surface 123 formed on the rectifying member 11, and each is substantially rectangular. It has an air inlet 120i on the front end 11f side and an air outlet 120o on the rear end surface 113 side formed in a shape.

As shown in FIG. 4, the opening width of the air inlet 120i of the ventilation passage 120 is set to be larger than the opening width of the air outlet 120o of the ventilation passage 120. Of the pair of side wall surfaces 122a and 122b that define the ventilation passage 120, the side wall surface 122a on the inner side surface 112 side extends parallel to the inner side surface 112. On the other hand, the outer side wall surface 122b is inclined so as to approach the side wall surface 122a from the air inlet 120i side toward the air outlet 120o side, and extends parallel to the side wall surface 122a near the air outlet 120o. do. As a result, the end of the air outlet 120o on the edge 11b side (outside in the vehicle width direction) is closer to the inner surface 112 side, that is, the vehicle width than the end of the air inlet 120i on the edge 11b side (outside in the vehicle width direction). Located inside in the direction.

Further, as shown in FIGS. 2 and 3, a supported portion 115 is formed on the rear end surface 113 side of the upper end surface 111 of the rectifying member 11 so as to project upward in the drawing and extend along the rear end surface 113. ing. The supported portion 115 extends in the vehicle width direction of the vehicle 1 through the center of an arc forming an edge portion 11c from the front end 11f to the lower rear end 11rl when the rectifying member 11 is viewed from the side. A through hole 116 is formed. Further, a support shaft (rotating shaft) 16 is inserted into the through hole 116, and both ends of the support shaft 16 are supported by a frame (not shown) fixed to the vehicle body 2 (bumper). As a result, the rectifying member 11 is rotatably supported by the vehicle body 2 so that the front end 11f, that is, the end on the air inlet 120i side moves up and down with respect to the vehicle body 2. In the present embodiment, the portion of the rectifying member 11 excluding the ventilation passage 120 is formed solidly, but the present invention is not limited to this, and the rectifying member 11 is located, for example, below the ventilation passage 120. A hollow portion may be formed.

The drive device 12 includes a motor (DC motor), a gear mechanism, and the like (not shown), an actuator 13 fixed to the frame or the vehicle body 2, and a link mechanism 14 for connecting the rectifying member 11 and the actuator 13. .. As shown in FIG. 3, the link mechanism 14 includes a crank member 14a that is rotationally driven by an actuator 13, and a connecting member 14b that is rotatably connected (pin-coupled) to the free end of the crank member 14a. As shown in FIG. 3, the end portion of the connecting member 14b on the side opposite to the crank member 14a side is parallel to the support shaft 16 at a position separated from the support shaft 16 (through hole 116 of the supported portion 115). It is connected (pin-coupled) to the rectifying member 11 so as to be rotatable around an extending shaft.

As a result, the rectifying member 11 and the link mechanism 14 form a four-section link mechanism (lever crank mechanism) in which the vehicle body 2 supporting the rectifying member 11 and the actuator 13 is a fixed node. Therefore, by operating the actuator 13 to rotate the crank member 14a of the link mechanism 14 in the clockwise direction in FIG. 3, the rectifying member 11 is positioned at the retracted position in the vehicle body 2 (bumper) as shown in FIG. Can be made to. In the stopped state of the vehicle 1, the rectifying member 11 is located at the retracted position, and at the retracted position, as can be seen from FIG. 5, the inflow of air into the air inlet 120i of the ventilation passage 120 of the rectifying member 11 is the vehicle body 2 (bumper). Is regulated by. Further, in the state where the rectifying member 11 is located at the retracted position, the actuator 13 is operated to rotate the crank member 14a of the link mechanism 14 in the counterclockwise direction in FIG. Can be projected downward from.

The control device 15 includes a microcomputer (microcomputer) having a CPU, ROM, RAM, etc. (not shown), a drive circuit of an actuator 13 (motor), and the like. Further, as shown in FIG. 1, the control device 15 includes a vehicle speed sensor 17 that detects the vehicle speed V of the vehicle 1 and a brake temperature sensor 19 that detects the brake temperature Tb of the disc brake 18 provided on each front wheel Wf. It is connected. Then, the control device 15 controls the motor of the actuator 13 based on the vehicle speed V from the vehicle speed sensor 17 and the brake temperature Tb from the brake temperature sensor 19. In the present embodiment, the brake temperature sensor 19 detects the temperature of the brake pad 18p of the disc brake 18 as the brake temperature Tb. However, the brake temperature sensor 19 may detect the temperature of the disc rotor 18r of the disc brake 18 as the brake temperature Tb.

Next, the operation of the vehicle rectifier 10 described above will be described.

FIG. 6 is a flowchart showing a routine executed by the control device 15 of each vehicle rectifier device 10. In the routine of FIG. 6, the vehicle 1 is system-activated (IG is turned on), electric power from an auxiliary battery (not shown) is supplied to the control device 15, and the actuator 13 can be operated by the electric power from the auxiliary battery. When in the state, it is repeatedly executed by the control device 15 at predetermined time (for example, several mSec) intervals.

At the start of the routine of FIG. 6, the control device 15 (CPU) inputs the vehicle speed V from the vehicle speed sensor 17 and the brake temperature Tb from the corresponding brake temperature sensor 19 (step S100), and the vehicle speed flag Fv is set to a value. It is determined whether or not it is 0 (step S110). The vehicle speed flag Fv is set to a value of 0 until the vehicle speed V reaches a predetermined rectification start speed V1 (for example, a vehicle speed of around 60 km / h) after the vehicle 1 starts, and the vehicle speed V is equal to or higher than the rectification start speed V1. After that, the value is set to 0 when the rectification end speed V0 (for example, a vehicle speed of about 40 km / h) or less, which is set lower than the rectification start speed V1.

When it is determined in step S110 that the vehicle speed flag Fv has a value of 0 (step S110: YES), the control device 15 determines whether or not the vehicle speed V input in step S100 is equal to or higher than the rectification start speed V1. (Step S120). When it is determined in step S120 that the vehicle speed V is less than the rectification start speed V1 (step S120: NO), the control device 15 sets (maintains) the vehicle speed flag Fv to a value of 0 (step S125) and then drives the vehicle. The rectifying member 11 is maintained at the retracted position on the vehicle body 2 side shown in FIG. 5 without operating the actuator 13 of the device 12 (step S135), and this routine is temporarily terminated. As a result, the rectifying member 11 is located at the retracted position on the vehicle body 2 side after the vehicle 1 starts until the vehicle speed V reaches the rectifying start speed V1.

On the other hand, when it is determined in step S120 that the vehicle speed V is equal to or higher than the rectification start speed V1 (step S120: YES), the control device 15 sets the vehicle speed flag Fv to a value 1 (step S130), and then the brake temperature. It is determined whether or not the flag Fb has a value of 0 (step S140). The brake temperature flag Fb is set to a value 0 until the brake temperature Tb of the disc brake 18 (brake pad 18p) detected by the brake temperature sensor 19 reaches a predetermined cooling start temperature Tref1, and the brake temperature Tb is set to 0. After the cooling start temperature Tref1 or higher, the value is set to 0 when the cooling end temperature Tref0 or lower, which is lower than the cooling start temperature Tref1.

When it is determined in step S140 that the value of the brake temperature flag Fb is 0 (step S140: YES), the control device 15 determines whether or not the brake temperature Tb input in step S100 is less than the cooling start temperature Tref1. Is determined (step S150). When it is determined in step S150 that the brake temperature Tb is less than the cooling start temperature Tref1 (step S150: YES), the control device 15 sets (maintains) the brake temperature flag Fb to a value of 0 (step S160). Further, the control device 15 controls the actuator 13 of the drive device 12 so that the rectifying member 11 rotates around the support shaft 16 from the retracted position to the first rectifying position shown in FIG. 7 (step S170), and this routine Is terminated once.

That is, when it is determined in step S120 that the vehicle speed V is equal to or higher than the rectification start speed V1 and the brake temperature Tb is determined to be less than the cooling start temperature Tref1 in step S150, the rectifying member 11 has the ventilation passage 120. The air inlet 120i of the above is blocked by the vehicle body 2 (bumper), and the lower portion of the rectifying member 11 in the figure with respect to the ventilation passage 120 is rotated so as to protrude downward from the vehicle body 2, and FIG. 7 shows. It stops at the first rectification position shown. As a result, when the rectifying member 11 is positioned at the first rectifying position, as can be seen from FIG. 7, the rectifying member 11 (rectifying surface 114) suppresses the front wheel Wf from being hit by air from the front, and the vehicle 1 It is possible to reduce the air resistance and lift of the air. Further, when the rectifying member 11 is located at the first rectifying position, as can be seen from FIG. 7, the air in the ventilation passage 120 is prevented from passing the air from the front of the vehicle 1 to the rear through the ventilation passage 120. The inflow of air into the inlet 120i is regulated by the vehicle body 2 (bumper).

Further, when the routine of FIG. 6 is executed after the vehicle speed flag Fv is set to the value 1 in step S130, the control device 15 determines in step S110 that the vehicle speed flag Fv is not a value 0 (step S110: NO), it is determined whether or not the vehicle speed V input in step S100 is equal to or less than the rectification end speed V0 (step S115). When it is determined in step S115 that the vehicle speed V is equal to or less than the rectification end speed V0 (step S115: YES), the control device 15 sets the vehicle speed flag Fv to a value 0 (step S125), and then the rectifying member 11 The actuator 13 is controlled so as to rotate around the support shaft 16 to the storage position on the vehicle body 2 side (step S135), and this routine is temporarily terminated.

On the other hand, when it is determined in step S115 that the vehicle speed V exceeds the rectification end speed V0 (step S115: NO), the control device 15 executes the process of step S130. That is, when the vehicle speed V becomes the rectification start speed V1 or more after the vehicle 1 starts, the vehicle speed flag Fv is set to the value 1 (step S130) until the vehicle speed V becomes the rectification end speed V0 or less (step S130). Subsequent processing will be executed. Then, after determining that the brake temperature flag Fb has a value of 0 in step S140 (step S140: YES), if it is determined that the brake temperature Tb is equal to or higher than the cooling start temperature Tref1 (step S150: NO), the control device. In step 15, the brake temperature flag Fb is set to a value of 1 (step S165). Further, the control device 15 controls the actuator 13 of the drive device 12 so that the rectifying member 11 rotates around the support shaft 16 from the retracted position or the first rectifying position to the second rectifying position shown in FIG. 8 (step). S175), this routine is temporarily terminated.

That is, when it is determined in step S150 that the brake temperature Tb is equal to or higher than the cooling start temperature Tref1 between the time when the vehicle speed V becomes equal to or higher than the rectification start speed V1 and the time when the vehicle speed V becomes equal to or lower than the rectification end speed V0 in step S120. The rectifying member 11 is rotated so that the air inlet 120i of the ventilation passage 120 of the rectifying member 11 and the lower portion in the drawing with respect to the ventilation passage 120 project downward from the vehicle body 2, and the second rectifying member 11 is shown in FIG. 2 Stop at the rectification position. As a result, when the rectifying member 11 is positioned at the second rectifying position, as can be seen from FIG. 8, the inflow of air into the air inlet 120i of the ventilation passage 120 is allowed, and the air enters the air inlet 120i from the front of the vehicle 1. The inflowing air passes through the ventilation passage 120 and flows out rearward from the air outlet 120o. As a result, the air that has passed through the ventilation passage 120 can be sent to the vicinity of the disc brake 18 of the front wheel Wf to cool the brake pad 18p and the disc rotor 18r. Further, even when the rectifying member 11 is located at the second rectifying position, the lower portion of the rectifying member 11 in the drawing than the ventilation passage 120 suppresses the front wheel Wf from being hit by air from the front, and the vehicle 1 It is possible to reduce air resistance and lift.

Further, when the process of step S140 is executed after the brake temperature flag Fb is set to the value 1 in step S165, it is determined that the brake temperature flag Fb is not the value 0 in the step S140 (step S140). : NO). In this case, the control device 15 determines whether or not the brake temperature Tb input in step S100 exceeds the cooling end temperature Tref0 (step S145). When it is determined in step S145 that the brake temperature Tb exceeds the cooling end temperature Tref0 (step S145: YES), the control device 15 sets (maintains) the brake temperature flag Fb to a value of 1 (step S165). The rectifying member 11 is maintained at the second rectifying position shown in FIG. 8 without operating the actuator 13 of the driving device 12 (step S175), and this routine is temporarily terminated. On the other hand, when it is determined in step S145 that the brake temperature Tb is equal to or lower than the cooling end temperature Tref0 (step S145: NO), the control device 15 sets the brake temperature flag Fb to a value of 0 (step S160). The actuator 13 of the drive device 12 is controlled so that the rectifying member 11 rotates around the support shaft 16 from the second rectifying position to the first rectifying position (step S170), and this routine is temporarily terminated.

As a result, after the vehicle 1 starts, the rectifying member 11 finishes cooling after the brake temperature Tb reaches the cooling start temperature Tref1 from the time when the vehicle speed V reaches the rectification start speed V1 to the time when the rectification end speed V0 or less. It will be in the second rectified position until the temperature Tref 0 is reached. If the vehicle speed V becomes the rectification start speed V1 or more and the brake temperature Tb becomes the cooling start temperature Tref1 or more, and then the vehicle speed V becomes the rectification end speed V0 or less, the actuator 13 of the drive device 12 will move. Regardless of the brake temperature Tb, the rectifying member 11 is controlled to rotate around the support shaft 16 from the second rectifying position to the retracted position (steps S110, S115, S125, S135). As a result, if the brake temperature Tb is still high when the vehicle speed V becomes the rectification end speed V0 or less, air is sent from the front of the vehicle 1 to the vicinity of the disc brake 18 of the front wheel Wf without being blocked by the rectifying member 11. It is possible to cool the brake pad 18p and the disc rotor 18r.

As described above, in the vehicle rectifying device 10, when the rectifying member 11 is located at the first rectifying position shown in FIG. 7, the inflow of air into the air inlet 120i of the ventilation passage 120 is regulated by the vehicle body 2 (bumper). At the same time, a portion of the rectifying member 11 below the ventilation passage 120 projects downward from the vehicle body 2 (bumper). As a result, the rectifying member 11 suppresses the front wheel Wf from being hit by air from the front, and the aerodynamic performance of the vehicle 1 can be improved. Further, when the rectifying member 11 is located at the second rectifying position shown in FIG. 8, the ventilation passage 120 of the rectifying member 11 and the portion below the ventilation passage 120 project downward from the vehicle body 2 (bumper). The inflow of air into the air inlet 120i of the ventilation path 120 is allowed. As a result, the air that has passed through the ventilation passage 120 of the rectifying member 11 is sent to the vicinity of the disc brake 18 of the front wheel Wf to cool the brake pads 18p and the disc rotor 18r without returning the rectifying member 11 to the retracted position, and the rectifying member With 11, it is possible to suppress the front wheel Wf from being hit by air from the front. As a result, according to the vehicle rectifying device 10, it is possible to suppress the temperature rise of the disc brake 18 while ensuring the aerodynamic performance of the vehicle 1 satisfactorily.

Further, in the vehicle rectifying device 10, the rectifying member 11 is rotatably supported by the vehicle body 2 so that the front end 11f, that is, the end on the air inlet 120i side moves up and down with respect to the vehicle body 2 (bumper), and the ventilation path. The 120 is formed on the rectifying member 11 so as to extend along the upper edge portion 11d when the rectifying member 11 is viewed from the side. As a result, the rectifying member 11 is rotated with respect to the vehicle body 2 to regulate or allow the inflow of air into the ventilation passage 120, and a rectifying surface 114 that contributes to rectification is sufficiently secured under the ventilation passage 120. It becomes possible to do.

Further, in the vehicle rectifying device 10, the edge portion 11c from the front end 11f to the lower rear end 11rl of the rectifying member 11 when the rectifying member 11 is viewed from the side serves as the axis of the support shaft 16 (rotating shaft). It is formed by an arc whose central angle α is 90 ° or more. That is, from the lower end Le1 of the rectifying member 11 at the first rectifying position when the rectifying member 11 is viewed from the side (see FIGS. 3 and 7) to the lower end Le2 of the rectifying member 11 at the second rectifying position (FIGS. 3 and 7). The edge to (see 8) is formed by an arc centered on the axis of the support shaft 16, the distance from the axis of the support shaft 16 to the lower end Le1 at the first rectification position, and the second rectification from the axis. The distance to the lower end Le2 at the position becomes equal. As a result, the ground clearance of the lower ends Le1 and Le2 of the rectifying member 11 when the rectifying member 11 is viewed from the side can be made the same at the first rectifying position and the second rectifying position. That is, the pre-projected area of the rectifying member 11 at the second rectifying position can be made closer to the pre-projected area of the rectifying member 11 at the first rectifying position. As a result, between the non-cooling of the disc brake 18 in which the inflow of air into the air inlet 120i of the ventilation passage 120 is restricted and the cooling of the disc brake 18 in which the inflow of air into the air inlet 120i is permitted. It is possible to suppress the rectifying effect of the rectifying member 11 in the above, that is, the change in the aerodynamic performance of the vehicle 1.

Further, in the vehicle rectifying device 10, the opening width of the air inlet 120i of the ventilation passage 120 is larger than the opening width of the air outlet 120o, and the outer end of the air outlet 120o in the vehicle width direction is the air inlet 120i. It is located inside the vehicle width direction from the outside end. As a result, when the rectifying member 11 is positioned at the second rectifying position, more air from the front of the vehicle 1 is taken into the ventilation passage 120, and the air is accelerated to be around the disc brake 18 of the front wheel Wf. Since it can be fed, the brake pad 18p and the disc rotor 18r can be cooled better.

Further, in the rectifying member 11, the ventilation passage 120 is defined by the bottom wall surface 121, the pair of side wall surfaces 122a and 122b, and the ceiling surface 123 formed on the rectifying member 11. As a result, when the rectifying member 11 is positioned at the second rectifying position, the air flowing into the ventilation passage 120 from the front of the vehicle 1 is smoothly sent around the disc brake 18 of the front wheel Wf without causing turbulence of the air flow. It becomes possible. However, in the rectifying member 11, the ventilation passage 120 may be formed as a recess in which the upper portion having no ceiling surface 123 is open.

Further, the control device 15 of the vehicle rectifier 10 controls the drive device 12 based on the vehicle speed V of the vehicle 1 and the brake temperature Tb of the disc brake 18 provided on the front wheel Wf. As a result, the rectifying member 11 can be appropriately positioned at any of the storage position and the first and second rectifying positions according to the traveling state of the vehicle 1. However, the brake temperature Tb of the disc brake 18 is not limited to the actually measured one, and may be estimated based on the number of times the brake pedal is depressed, the braking time, and the like. Further, instead of the brake temperature Tb, the necessity of cooling the disc brake 18 may be determined based on the number of times the brake pedal is depressed, the braking time, and the like. Further, in the above embodiment, the control device 15 controls the drive device 12 corresponding to one rectifying member 11, but the control device 15 is not limited to this. That is, one control device 15 may be provided for the pair of left and right rectifying members 11 (and the driving device 12).

Further, in the above embodiment, the rectifying member 11 includes a spherical or spheroidal rectifying surface 114. As a result, the air from the front of the vehicle 1 can be smoothly guided to the side of the vehicle 1 without causing turbulence of the air flow by the rectifying member 11. However, the shape of the rectifying surface 114 of the rectifying member 11 is not limited to this, and may be, for example, a combination of a flat surface and a curved surface.

FIG. 9 is a schematic configuration diagram showing another vehicle rectifier 10B of the present disclosure applicable to the vehicle 1 described above. The vehicle rectifying device 10B shown in the figure includes a plate-shaped rectifying member 11B that is movably supported by the vehicle body 2 (bumper) in the height direction (vertical direction) of the vehicle 1. As shown in the figure, the rectifying member 11B is also formed with a ventilation passage (opening) 120B having an air inlet 120i and an air outlet 120o. Further, the drive device 12B of the vehicle rectifier device 10B includes a motor (DC motor), a gear mechanism, and the like (not shown), and the actuator 13B fixed to the frame or the vehicle body 2 and a force in the rotational direction from the actuator 13. Is converted into a force in the height direction (vertical direction) of the vehicle 1 and transmitted to the rectifying member 11B, including a transmission mechanism 14B. As the transmission mechanism 14B, for example, a mechanism including a gear rotationally driven by the actuator 13 and a geared wire connected to the rectifying member 11B, a rack and pinion mechanism, or the like can be adopted. Then, also in the vehicle rectifying device 10B, by operating the actuator 13B, the rectifying member 11B can be positioned at the storage position, the first and second rectifying positions on the vehicle body 2 side.

When the rectifying member 11B is located at the first rectifying position in the vehicle rectifying device 10B, as shown in FIG. 9, the inflow of air into the air inlet 120i of the ventilation path 120B is regulated by the vehicle body 2 and rectified. A portion of the member 11B below the ventilation passage 120B projects downward from the vehicle body 2. As a result, the rectifying member 11B suppresses the front wheel Wf from being hit by air from the front, and the aerodynamic performance of the vehicle 1 can be improved. Further, when the rectifying member 11B is located at the second rectifying position, the ventilation passage 120B of the rectifying member 11B and the portion below the ventilation passage 120B project downward from the vehicle body 2, and the air inlet 120i of the ventilation passage 120B Air inflow to is allowed. As a result, the air that has passed through the ventilation passage 120B of the rectifying member 11B is sent to the vicinity of the disc brake 18 of the front wheel Wf to cool the brake pad 18p and the disc rotor 18r without returning the rectifying member 11B to the retracted position, and the rectifying member. The 11B can prevent the front wheel Wf from being hit by air from the front. As a result, according to the vehicle rectifying device 10B, the ground clearance of the lower end of the rectifying member 11B at the first rectifying position and the lower end at the second rectifying position are slightly different, but the aerodynamic performance of the vehicle 1 is good. It is possible to suppress the temperature rise of the disc brake 18 while ensuring the above.

It goes without saying that the invention of the present disclosure is not limited to the above-described embodiment, and various changes can be made within the scope of the extension of the present disclosure. Furthermore, the above-described embodiment is merely a specific embodiment of the invention described in the column of the outline of the invention, and does not limit the elements of the invention described in the column of the outline of the invention.

The invention of the present disclosure can be used in the manufacturing industry of vehicle rectifiers and the like.

1 vehicle, 2 vehicle body, 10,10B vehicle rectifier, 11,11B rectifier, 11a, 11b, 11c edge, 11d upper edge, 11f front end, 11rl lower rear end, 12, 12B drive, 13, 13B actuator, 14 link mechanism, 14B transmission mechanism, 14a crank member, 14b connecting member, 15 control device, 16 support shaft, 17 vehicle speed sensor, 18 disc brake, 18p brake pad, 18r disc rotor, 19 brake temperature sensor, 111 End face, 112 inner surface, 113 rear end surface, 114 rectifying surface, 115 supported part, 116 through hole, 120, 120B ventilation path, 120i air inlet, 120o air outlet, 121 bottom wall surface, 122a, 122b side wall surface, 123 ceiling surface , Le1, Le2 lower end, Wf front wheel.

Claims (8)

A vehicle rectifying device including a rectifying member arranged in front of the front wheels of the vehicle so as to be able to move up and down with respect to the vehicle body, a driving device for raising and lowering the rectifying member with respect to the vehicle body, and a control device for controlling the driving device. In
The rectifying member includes a ventilation path for passing air from the front to the rear.
In the control device, the rectifying member is a portion of the rectifying member below the ventilation passage while the storage position on the vehicle body side and the inflow of air into the air inlet of the ventilation passage are regulated by the vehicle body. Is allowed to flow into the air inlet of the ventilation passage and the first rectifying position protruding downward from the vehicle body, and the portion of the rectifying member below the ventilation passage is downward from the vehicle body. A vehicle rectifying device that controls the driving device so as to be located at any of the protruding second rectifying positions. In the vehicle rectifying device according to claim 1,
The rectifying member is rotatably supported by the vehicle body so that the end on the air inlet side moves up and down with respect to the vehicle body.
The ventilation path is a vehicle rectifying device formed in the rectifying member so as to extend along the upper edge portion when the rectifying member is viewed from the side. In the vehicle rectifying device according to claim 2.
The distance from the axis of the rotation shaft of the rectifying member to the lower end of the rectifying member at the first rectifying position and the rectifying member at the second rectifying position from the axis when the rectifying member is viewed from the side. A vehicle rectifier with the same distance to the bottom edge of. In the vehicle rectifier according to claim 3,
The edge from the lower end at the first rectifying position to the lower end at the second rectifying position when the rectifying member is viewed from the side is formed by an arc centered on the axial center of the rotating shaft. Rectifier for vehicles. In the vehicle rectifying device according to any one of claims 1 to 4.
The opening width of the air inlet of the ventilation passage is larger than the opening width of the air outlet of the ventilation passage, and the outer end of the air outlet in the vehicle width direction is the outer end of the air inlet in the vehicle width direction. A vehicle rectifying device located inside the vehicle width direction from the end portion. In the vehicle rectifier according to any one of claims 1 to 5,
The ventilation path is a vehicle rectifying device defined by at least a bottom wall surface and a pair of side wall surfaces formed on the rectifying member. In the vehicle rectifying device according to any one of claims 1 to 6.
The control device is a vehicle rectifier that controls the drive device based on the vehicle speed of the vehicle and the brake temperature of a brake provided on the front wheel. In the vehicle rectifying device according to claim 7.
The control device is predetermined after the brake temperature reaches a predetermined cooling start temperature until the vehicle speed reaches a predetermined rectification start speed and becomes equal to or lower than a predetermined rectification end speed. A vehicle rectifying device that controls the driving device so that the rectifying member is located at the second rectifying position until the cooling end temperature is reached.

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