JPH03577A - Wing control device - Google Patents

Abstract

PURPOSE:To obtain desirable responsiveness to steering and the stability of the vehicle position by providing a control means for controlling a driving means for rotating a vertical wing on the basis of the output signal of a yaw rate detecting means. CONSTITUTION:When an ignition switch is operated into an 'on' position, a microcomputer 15 lowers the yaw rate detected by a gyroscope 17 and the yaw rate feedback gain corresponding to the car speed detected by a car speed sensor 19 gradually at high speed, and at low-medium speed, operates on the basis of the characteristic of obtaining the response gain while ensuring stability as well as stability at high speed. The turning angle of a vertical wing 5 is then obtained by multiplying the yaw rate feedback gain by the yaw rate, and a pulse signal corresponding to the obtained turning angle is outputted to a step motor 11. The step motor 11 is driven by this output signal, and thus the vertical wing 5 is rotated through a gear.

Description

[Detailed description of the invention] [Purpose of the invention] (Industrial application field) The present invention relates to a wing control device for an automobile.

(Prior Art) As a conventional wing control device for an automobile, there is, for example, one described in Japanese Utility Model Application Publication No. 101078/1983. In this wing control device, when the steering mechanism is steered at a certain angular velocity or above, provided that the vehicle speed is above a certain level, the vertical wing is rotated by a predetermined angle according to the steering direction. This aerodynamically maintains the vehicle body in a stable position.

(Problem to be Solved by the Invention) However, in such a conventional wing control device, the vertical wing is rotated at a predetermined angle according to the steering only when the vehicle speed is above a certain level and the steering angular velocity is above a certain level. Since the system merely rotates the vehicle, non-linear characteristics such as changes in yaw rate due to the crosswind of the vehicle are not taken into consideration, resulting in a problem in that higher responsiveness and stability cannot be obtained.

Furthermore, because the vertical wing is fixed when the vehicle is traveling straight without being steered, it is not possible to proactively utilize the vertical wing in response to changes in yaw rate due to external disturbances such as crosswinds.

Therefore, this invention aims to calculate the detected yaw rate's fi=-p
The purpose of the present invention is to provide a wing control device that can further improve responsiveness and stability by controlling the back.

[Structure of the Invention] (Means for Solving the Problems) In order to achieve the above object, the present invention provides a vertical wing rotatably provided on a vehicle body in a horizontal direction, and a drive for rotating the vertical wing. yaw rate detection means for detecting the yaw rate of the vehicle; and control means for controlling the drive means based on an output signal of the yaw rate detection means.

(Function) According to the above configuration, since the yaw rate of the vehicle is detected and yaw rate feedback control is performed, control that takes into account changes in yaw rate due to crosswinds and the like can be performed.

(Example) Hereinafter, an example of the present invention will be described based on FIGS. 2 to 10.

First, to explain the structure, as shown in FIG. 2, a vertical wing 5 is provided on the upper surface of a trunk lid 3 of a vehicle body 1 of an automobile whose front wheels are steered wheels so as to be rotatable in the horizontal direction. As shown in FIG. 3, the vertical wing 5 is rotatably supported on the trunk lid 3 about an axis 7. A gear 9 is integrally attached to the end of the shaft 7, and this gear 9 meshes with a gear 13 of a step motor 11, which is a drive means attached to the vehicle body in the trunk room. Therefore, when the step motor 11 is driven to rotate the gear 13 in the normal or reverse direction, the rotation angle of the gear 13 is multiplied by the gear 9, and the vertical wing 5 is rotated horizontally around the neutral position θ9 via the shaft 7. θ in the direction, from θ. Rotate left and right within the range. The step motor 11 is driven and controlled by a microcomputer 15 as a control means.

As shown in FIG. 4, the microcomputer 15 has an input interface 21 connected to a gyroscope 17 as a yaw rate detection means for detecting the yaw rate and a vehicle speed sensor 19 as a true speed detection means for detecting the vehicle speed.
, an output interface 23 connected to the step motor 11, and a ROM that stores control programs and control values.
25, a RAM 27 that temporarily stores external data and calculation results, and a CPU that performs calculation processing for control.
29, and a data bus 31 connecting these.

Next, the operation of the above embodiment will be explained.

Here, explanation will be given using the model shown in FIG.

Here, 1. Wheelbase or f: Distance between center of gravity point Y and front wheel axle FO r: Center of gravity point Y
Distance between and rear wheel axle RO W: Distance between center of gravity point Y and vertical wing 5 (illustrated as positive) m: Mass of vehicle ■ = Moment of inertia of vehicle V: Vehicle speed 9: Lateral speed of center of gravity point Y : Yaw rate feedback gain, and the wing specifications are ρ: Air density C2: Wing lateral force coefficient per unit radian Sw: Wing area (blank below) φ: yaw rate (ψ: yaw angle), then driving. The equation is: m(V≠−'y)−FI +F.

+1w ■ =C9, -θ (S) ]・ψ=length.

・FI -Furthermore, ・F.

Ichijo 9 ・Fw ■ +CW ・V2 ・k.

Inquiry) φ (S) ■ −Cp, *l, ・θ(S) becomes. However, θ is the steering angle of the front wheels.

The denominator of the solution of ψ(S)/θ(S’) is +k.

・@) It is expressed as

If we rearrange each equation by Laplace transform, we get -C.

(S) Cpt "C+ Cpr" C+ Cw number V2 change W). Putting the above together (C91+C,, +CW ・V2) 10m・# ``Cw ''V21w] s 10, ・Cw ・V2 (text, +mu → 2 θ(S) S2+2ξnW, S+W, , 2 and can be expressed.

That is, the effect of applying yaw rate feedback is 2ξ.・It will be displayed only by items related to Wo and W,,'.

That is, 2ξ.・W, , W, 2 is +0w ・V2 ・C2, (love, +mu)2] +0w ΦV2 ・k.

2ξo −W,, = 1−■ e (corec +C,,” C+ C−+1 V
2, U: ), and the molecule is: + ・Sentence, ・Cw−V2 ■ W, 2=+− (C, f−shi−C, 2・Hair, −CW−V2・1w)■ .

[C,,・Ctsu,・ship+CW ・V2 (Cpr+cp-) Ai W] (below the margin) +c, l*cw -V2 (hi1 +l, →2+c,
ev2 ・c, r (L +1.) 2
It is expressed as φ I・m ■ on +.

In other words, if k is large, then 2ξ. -W, , and W,2 can be made large.

Furthermore, −W,, 2= m11 I ev [C,, ・C3, −1+c, −V2(Cpr+Cpr)
Therefore, as is clear from the above calculation formula, by applying yaw rate feedback, it is possible to increase the W word to 2ξ0W, so the steering frequency characteristic diagram in Fig. 6 shows As shown, vehicle characteristics with a high natural frequency and excellent damping can be obtained.

Furthermore, since the vertical wing 5 is controlled not only when the vehicle is steered but also when the yaw rate changes due to crosswinds or the like, control can be performed that also takes into account the nonlinear characteristics of the vehicle.

On the other hand, since the amount of feedback is proportional to the square of the vehicle speed (v2), the steering frequency characteristics improve at high speeds, but
On the other hand, if the vehicle is stabilized too much, the wing 5 may hardly respond to yaw rate feedback in a high-speed region, as shown in FIG. 7. In addition, the high yaw rate feedback gain may increase the tendency for understeer, which may adversely affect the driving performance.

Therefore, in the wing control device according to this embodiment, as shown in the characteristic diagram of FIG. This is to obtain response gain while ensuring stability at high speeds.

The yaw rate feedback control action according to the vehicle speed will be explained based on the flowchart of FIG. 9.

The process shown in this flowchart is started, for example, when the ignition switch is operated to the ON position, and the microcomputer 15 first reads the yaw rate ψ1 detected by the gyroscope 17 and the vehicle speed V detected by the vehicle speed sensor 19. (Step Sl).

Next, l is calculated for the yaw rate feedback gain corresponding to the vehicle speed v1 based on the characteristics shown in FIG. 8 (step S2). Next, the rotation angle α1 of the vertical wing 5 is determined by multiplying the yaw rate feedback gain kdl determined in step S2 by the yaw rate ψ1 (step S3).
A pulse signal corresponding to this rotation angle α1 is output to the step motor 11 (step S4). The step motor 11 is driven by this output signal, and the vertical wing 5 is rotated through a rotation angle α1 via a gear 13.9.

In this way, according to the above embodiment, when the front wheels are steered, the yaw rate ψ and the vehicle speed V of the vehicle are detected, and the yaw rate is feedback-controlled in accordance with the vehicle speed V, so that the vertical wing 5 moves in the steering direction of the front wheels. Since it rotates, the wind pressure applied to the vertical wing 5 can aerodynamically maintain the vehicle's posture in a stable state. Therefore, desirable responsiveness to steering and stability of the vehicle attitude can be obtained in all vehicle speed ranges.

In addition, in such yaw rate feedback control, when no steering is performed and a yaw rate that disturbs the straightness of the vehicle, such as a crosswind, occurs, as shown in Fig. 10,
Since the vertical wing 5 is rotated so as to cause the vehicle to generate a moment M in the direction of returning this, straight-line performance can be improved more than when the vertical wing 5 is simply fixed in the straight-line direction.

Furthermore, although vehicles include various nonlinear characteristics,
Since the yaw rate generated from this nonlinear characteristic is also fed back, appropriate control is performed by reflecting the vehicle condition as a result.

[Effects of the Invention] As is clear from the above description, according to the configuration of the present invention, since the rotation of the vertical wing is controlled by feeding back the yaw rate, desirable responsiveness to steering and stability of the vehicle attitude can be achieved. While being able to obtain this, various non-linear characteristics of the vehicle can be taken into consideration, and straight-line performance can be improved.

[Brief explanation of drawings]

Fig. 1 is a block diagram of the present invention, Fig. 2 is a plan view of an automobile equipped with a wing control device according to an embodiment of the present invention, Fig. 3 is a schematic block diagram of the wing, and Fig. 4 is a wing control device. Fig. 5 is a diagram explaining the effect using a two-wheel model, Fig. 6 is a steering frequency characteristic diagram, Fig. 7 is a diagram showing the relationship between vehicle speed and yaw rate steady gain, and Fig. 8 is a diagram showing the relationship between vehicle speed and yaw rate feedback gain. A characteristic diagram showing the relationship, FIG. 9 is a flowchart based on the circuit diagram of FIG. 4, and FIG. 10 is an action explanatory diagram using a two-wheel model. 1... Vehicle body 5... Vertical wing 11... Step motor (driving means) 15... Microcomputer (control means) 17... Gyroscope (yaw rate detection means) 19... Vehicle speed sensor (vehicle speed Detection means) l - Placement body 5...Vertical wire 11 Step motor (driving means) 15 Microcomputer (Rikura means) 17- Gyroscope (yaw rate ejection means) 19-m speed 7/s (
1 Week Detection Means) Agent Patent Attorney Hide Miyoshi Kazuyuki I2 Group 5 Steering Frequency 6 Figure 8 Figure 9 Section

Claims (1)

[Claims] a vertical wing rotatably provided on the vehicle body in a horizontal direction; a drive means for rotating the vertical wing; a yaw rate detection means for detecting the yaw rate of the vehicle; A wing control device comprising a control means for controlling a drive means.