JP2013060084A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle resistant to cross wind.
A vehicle according to a first aspect of the invention predicts the occurrence of a crosswind, and based on the predicted crosswind, for example, an electronic control unit controls a support device 30 to operate in advance to cope with the crosswind. To do. Therefore, the vehicle according to the first aspect of the invention is a vehicle that is resistant to crosswinds. In addition, the vehicle of the second invention can generate a pressure difference between the airflow flowing on the left and right of the vehicle body by changing at least one of the airflow flowing on the left side of the vehicle body and the airflow flowing on the right side of the vehicle body. By applying an airflow that flows on the leeward side of the crosswind to the vehicle body, a force against the crosswind is applied to the vehicle body. Therefore, the vehicle of the second invention is a vehicle that is resistant to crosswinds.
[Selection] Figure 2

Description

  The present invention relates to a vehicle provided with a cross wind countermeasure means for coping with a cross wind during traveling.

  If the vehicle receives a crosswind while traveling, for example, the vehicle body may tilt to the leeward side, or the vehicle may be skewed toward the leeward side, that is, the vehicle stability may be hindered. There is. In order to prevent such a situation, the vehicle described in the following patent document is configured to estimate the force acting on the vehicle by the crosswind and to steer the wheel to the windward side of the crosswind based on the estimated force. ing.

JP 59-223568 JP-A-62-210170 JP-A-7-47968

  In order to prevent the above situation, not only the wheels are steered as in the vehicle described in the above-mentioned patent document, but also various means can be used. When these means are controlled based on crosswind information, various information related to crosswind can be used as the information. This invention makes it a subject to provide a vehicle strong against a crosswind in view of such a situation.

  In order to solve the above-described problem, a vehicle according to a first aspect of the present invention includes a crosswind coping means for coping with a crosswind during traveling by applying a force against the crosswind to the vehicle body, and a control device for controlling the crosswind coping means. The control device has a cross wind predicting unit for predicting a cross wind acting on the vehicle body, and controls the cross wind coping means based on the cross wind predicted by the cross wind predicting unit. The vehicle includes a crosswind coping means for coping with the crosswind during traveling by applying a force against the crosswind to the vehicle body, and a control device for controlling the crosswind coping means, and the crosswind coping means flows to the left and right of the vehicle body. It is characterized in that it includes airflow change response countermeasure means that changes at least one of the airflows and applies a force against the crosswind to the vehicle body based on the change.

  According to the vehicle of the first aspect of the invention, the occurrence of cross wind is predicted, and based on the predicted cross wind, for example, the control device controls the cross wind handling means to operate in advance to deal with the cross wind. Can do. Therefore, the vehicle according to the first aspect of the invention is a vehicle that is resistant to crosswinds. Further, according to the vehicle of the second aspect of the invention, the cross wind countermeasure means, for example, generates a pressure difference between the airflows flowing on the left and right of the vehicle body or applies the airflow flowing on the leeward side of the vehicle side wind to the vehicle body. A force against the cross wind can be applied to the vehicle body. Therefore, the vehicle of the second invention is a vehicle that is resistant to crosswinds.

Aspects of the Invention

  In the following, some aspects of the invention that can be claimed in the present application (hereinafter may be referred to as “claimable invention”) will be exemplified and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is merely for the purpose of facilitating the understanding of the claimable inventions, and is not intended to limit the combinations of the constituent elements constituting those inventions to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which some constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention. Some of the aspects of the claimable invention correspond to the invention according to the claims described in the claims.

  In each of the following items, the combination of the items (1) and (3) is added to the claim 1, and the technical feature of the item (2) is added to the claim 1 to the claim 2. Claim 1 or Claim 2 with the technical feature of (11) added to Claim 3, and (1) and (21) combined with Claim 4 and Claim 4 The technical feature of (23) is added to claim 5, the claim 4 or claim 5 to which the technical feature of (24) is added, claim 6, and claims 4 to 5. The technical feature of item (25) is added to any one of 6 items, and the technical feature of item (26) is added to any one of claims 4 to 7 in claim 7 Corresponds to claim 8 respectively.

(1) a crosswind countermeasure means for coping with a crosswind while traveling by applying a force against the crosswind to the vehicle body;
A vehicle equipped with a control device for controlling the crosswind countermeasure.

  When the vehicle receives a crosswind while traveling, a crosswind force (hereinafter sometimes referred to as “crosswind”) acts on the vehicle body. In other words, considering that the side wind blows from either the left or right direction of the vehicle body toward the vehicle body, the side wind force can be considered as a force that pushes the vehicle body in either the left or right direction due to the side wind. . According to the present vehicle, even when a cross wind force acts on the vehicle body, the control device controls the cross wind countermeasures to thereby counter the cross wind (hereinafter sometimes referred to as “cross wind resistance”). Can be applied to the vehicle body. The cross wind resistance can be considered as a force acting on the vehicle body in a direction that cancels the cross wind force acting on the vehicle body, that is, in a direction opposite to the direction of the cross wind force acting on the vehicle body.

  Further, “to deal with cross wind” in this section can be considered to reduce or eliminate the influence of cross wind on the vehicle, for example. The effect of crosswind on the vehicle is, for example, a situation in which the vehicle body is tilted leeward by the crosswind or the vehicle is skewed toward the leeward side, that is, a situation in which the crosswind hinders vehicle stability. Can think. In other words, “to deal with crosswind” can be said to deal with a situation in which crosswind changes the posture of the vehicle body or the running of the vehicle. By dealing with the cross wind in this way, the present vehicle is a vehicle that is strong against the cross wind, that is, a vehicle that is not easily affected by the cross wind, in other words, the stability is not lost even by the cross wind. Therefore, the cross wind resistance may be any force that acts on the vehicle body so as to prevent the vehicle body from being inclined by the cross wind or to prevent the vehicle from skewing toward the leeward side. Specifically, the cross wind resistance may be, for example, a force that tilts the vehicle body to the windward side of the cross wind or a force that pushes the vehicle body to the wind side of the cross wind.

  The “control device” in this section may be any device that controls the cross wind countermeasure unit based on, for example, information related to cross wind (hereinafter sometimes referred to as “cross wind information”). The cross wind information may be, for example, the cross wind direction or the wind speed. Specifically, the cross wind information may be, for example, the direction or wind speed of the cross wind actually acting on the vehicle body, or the direction or wind speed of the cross wind acting on the vehicle body from now on.

  (2) The vehicle according to item (1), wherein the cross wind countermeasure means is a means for preventing an excessive inclination of the vehicle body due to the cross wind.

  The phrase “excessive vehicle body inclination” described in this section indicates that, for example, the vehicle body inclination causes a significant discomfort to the occupant or the vehicle travels extremely unstable. Therefore, according to the present vehicle, the vehicle body is not excessively inclined by the crosswind, so that the passenger can feel relatively uncomfortable even in the crosswind and the vehicle can travel in a relatively stable state. This is particularly effective when the vehicle is a vehicle having a high vehicle height for a narrow vehicle width, because the vehicle body tends to be excessively inclined by the crosswind.

  (3) The control device includes a cross wind prediction unit that predicts a cross wind acting on the vehicle body, and is configured to control the cross wind countermeasure unit based on the cross wind predicted by the cross wind prediction unit. Item or vehicle described in item (2).

  In this vehicle, it is possible to predict a crosswind that will blow to the vehicle from now on, and based on the predicted crosswind information, for example, a crosswind countermeasure can be activated in advance. Therefore, for example, in the case of a crosswind countermeasure that generates a time lag after receiving a command from the control device and before changing to a state that complies with the command, the crosswind countermeasure is activated in advance in anticipation of the time lag. I can leave it to you. By operating the cross wind countermeasures in this way, the cross wind countermeasures can be made to cope with the cross winds relatively well when the predicted cross wind actually blows to the vehicle.

  “Predicting cross wind” in this section means knowing the cross wind acting on the vehicle body by some method, and the method is not particularly limited. For example, crosswind information blowing in front of the vehicle may be acquired and the crosswind blowing on the vehicle may be predicted from the information. Therefore, this vehicle may have the front crosswind information acquisition means which acquires the crosswind information currently blowing in front of a vehicle, for example.

(4) The control device includes a travel route prediction unit that predicts a travel route of the vehicle,
The vehicle according to item (3), wherein the crosswind prediction unit is configured to predict a crosswind on a route predicted by the travel route prediction unit.

  According to this vehicle, since the travel route of the vehicle is predicted, the above-described cross wind prediction unit predicts the cross wind acting on the vehicle body with relatively high accuracy by predicting the cross wind on the travel route. Can do. In addition, since the control device can control the cross wind coping means so as to deal with such a predicted cross wind, the cross wind coping means can cope with the actual cross wind relatively well.

  The “traveling route” described in this section can be considered to indicate the position where the vehicle travels and the traveling direction of the vehicle. Accordingly, the travel route may be, for example, a road or lane on which the vehicle travels. In that case, the position of the vehicle is indicated on the road or lane, and the vehicle can be considered to travel in a direction along the road or lane. Further, the travel route may be as shown by a single line, for example. In that case, it can be considered that the vehicle is at a position on the line and travels in a direction along the line. Alternatively, the travel route is not a continuous lane, line, or the like, but is a planned travel position where the vehicle is scheduled to travel and a planned travel direction where the vehicle is scheduled to travel at the planned travel position. It may be as shown. In this case, the travel route is as shown by a single point. In addition, the travel route may be as shown by a single line connecting the plurality of planned travel positions and the planned travel direction.

  Therefore, for example, when the vehicle includes a navigation system having information on a road map on which the vehicle travels, the travel route prediction unit predicts a travel route based on information on the road map. If it is. In that case, the predicted travel route is a road on which the vehicle travels. Or when the said vehicle is provided with the vehicle speed sensor which detects a vehicle speed, and the turning amount sensor which detects the turning amount of a wheel, a driving | running route is estimated based on the detection value of these sensors. It may be a thing. In that case, the predicted travel route is represented by a single line.

  (5) The vehicle according to (3) or (4), wherein the cross wind prediction unit includes a Doppler radar.

  In this vehicle, the crosswind prediction unit can be considered to have a Doppler radar as the above-mentioned front crosswind information acquisition means. Therefore, the crosswind prediction unit can acquire the crosswind information in front of the vehicle by the Doppler radar, and can predict the crosswind based on the information. The Doppler radar can acquire a relatively wide range of crosswind information in front of the vehicle at a time. That is, the Doppler radar can acquire the distribution of cross wind in front of the vehicle. Therefore, when the control device has the above-described travel route prediction unit, it is possible to predict the cross wind blowing on the predicted travel route from the distribution of the cross wind in front of the vehicle.

(6) The crosswind prediction unit
It is configured to include a path crosswind information receiving device that is permanently installed beside the travel route in front of the traveling direction of the vehicle, and that receives information on the crosswind transmitted by the permanent crosswind information detecting device that detects the crosswind of the permanent location ( Vehicle according to item 3) or (4).

  In this vehicle, the crosswind prediction unit can be considered to have a path crosswind information receiving device as the above-described forward crosswind information acquisition means. Therefore, the crosswind prediction unit can acquire the crosswind information at a point where the permanent crosswind information detection device is located from the permanent crosswind information detection device that is permanently installed in front of the traveling direction of the vehicle. You can foresee. For this reason, it is desirable that a plurality of the permanent cross wind information detection devices are installed at an appropriate interval as close as possible to the route on which the vehicle travels. In other words, if the permanent crosswind information detection devices are scattered along the route along which the vehicle travels, the crosswind received by the vehicle traveling along the route will be relatively determined based on the crosswind information from the detection devices. Predict with high accuracy.

  Further, the crosswind prediction unit of the vehicle grasps the tendency of the crosswind to change based on, for example, the crosswind information acquired from the permanent crosswind information detection device, and the vehicle moves near the permanent crosswind information detection device based on the tendency. What is necessary is just to predict the cross wind acting on the vehicle body when passing. Alternatively, the crosswind prediction unit of the vehicle may be used when, for example, a crosswind in the same state as the crosswind of the crosswind information acquired from the permanent crosswind information detection device passes through the vicinity of the permanent crosswind information detection device. As long as it is blowing, it may be anything that predicts the crosswind acting on the vehicle body.

(7) The crosswind prediction unit
It includes a front vehicle crosswind information receiving device that receives information related to crosswinds that is mounted on another vehicle that travels forward in the traveling direction of the vehicle and that is detected by an in-vehicle crosswind information detection device that detects crosswinds acting on the other vehicle. The configured vehicle according to (3) or (4).

  In this vehicle, the crosswind prediction unit can be considered to have a front vehicle crosswind information receiving device as the above-mentioned front crosswind information acquisition means. Therefore, the crosswind prediction unit can acquire information on the crosswind acting on the other vehicle from the in-vehicle crosswind information detection device mounted on the vehicle traveling in front of the travel route. For this reason, the in-vehicle crosswind information detection device has a relatively high crosswind that the vehicle will receive based on the crosswind information from the in-vehicle crosswind information detection device mounted on a vehicle that travels an appropriate distance in front of the vehicle. The accuracy can be predicted.

  The crosswind prediction unit of the vehicle obtains crosswind information as needed from, for example, an in-vehicle crosswind information detection device mounted on a vehicle traveling ahead, and when the vehicle passes a point where the information is detected, A crosswind can be predicted as a crosswind in the same state as the information is blowing.

(11) The crosswind countermeasure means
The vehicle according to any one of items (1) to (7), including a vehicle body tilting device that tilts the vehicle body toward the windward.

  The vehicle body tilting device described in this section can generate the cross wind resistance as described above, that is, a force that tilts the vehicle body to the windward side of the cross wind as the cross wind resistance. Therefore, the vehicle body tilting device described in this section can prevent the vehicle body from inclining to the leeward side, for example, by causing the crosswind force to act on the vehicle body. Therefore, this vehicle is, for example, the aforementioned vehicle whose vehicle height is high for a narrow vehicle width, and has a device for tilting the vehicle body for the purpose of dealing with centrifugal force during turning. The device can be used for the purpose of dealing with crosswinds.

(12) The outer bottom surface of the vehicle body
The vehicle according to item (11), wherein the position of the portion closest to the road surface is configured to shift from the center of the vehicle body to the inclined side by an amount corresponding to the increase amount as the vehicle body inclination angle increases.

  According to this vehicle, when the vehicle body is inclined to the windward side of the cross wind, the cross wind passes through the flow path formed by the outer bottom surface of the vehicle body and the road surface. Therefore, the flow path is relatively narrow on the windward side of the cross wind and relatively wide on the leeward side. Therefore, the cross wind passing through the flow path is reduced in pressure relative to the surroundings due to the diffuser effect on the leeward side where the flow path is relatively wide. Therefore, a downward force, that is, a down force due to a decrease in pressure is applied to the vehicle body. When the vehicle body is inclined to the windward side of the cross wind, the cross wind force that strikes the vehicle body acts on the vehicle body as if the vehicle body is lifted. Since this vehicle can apply a downward force against the force to lift such a vehicle body to the vehicle body by downforce, the vehicle's grounding force is increased when the vehicle is tilted to travel. Can be driven more stably.

  The outer bottom surface of the vehicle body is, for example, a curved surface in which the distance between the vehicle body and the road surface is the smallest at the center of the vehicle body and increases toward the side of the vehicle body, i.e. When viewed from the above, it may be a curved surface protruding downward. If the outer bottom surface has such a curved surface, the cross wind passing under the vehicle body can be passed relatively smoothly, so that the diffuser effect can be exerted relatively effectively without disturbing the flow of the cross wind. it can.

(21) The cross wind countermeasure means
It includes airflow change response countermeasures that change at least one of the airflow flowing on the left side of the vehicle body and the airflow flowing on the right side of the vehicle body, and that acts on the vehicle body to counteract the crosswind based on the change (1 ) The vehicle according to any one of items (12) to (12).

  The “airflow change-based response means” described in this section refers to the case where the means does not deal with crosswinds and the case where it deals with crosswinds. What is necessary is just to change at least one of the airflow flowing on the left side and the airflow flowing on the right side of the vehicle body. According to this airflow change-based countermeasure, when crosswind is being dealt with, for example, traveling so that one pressure of the airflow flowing on the left side of the vehicle body and the airflow flowing on the right side of the vehicle body is lower than the other pressure. If the airflow is changed, the force due to the pressure difference can be applied to the vehicle body in either the left or right direction as a crosswind force. Also, for example, if the traveling airflow is changed so that only one of the airflow flowing on the left side of the vehicle body and the airflow flowing on the right side of the vehicle body hits the vehicle body, the force that the one airflow pushes the vehicle body becomes the side wind resistance force, It can act on the vehicle body in either direction. Therefore, according to the airflow change dependency handling means described in this section, for example, the force due to the pressure difference between the airflows or the force by which the airflow pushes the vehicle body is inclined to the leeward side by the lateral wind force, or the vehicle is It can be made to act on the vehicle body toward the windward side of the cross wind so as to prevent the vehicle from being skewed.

  (22) The airflow change dependency handling means changes at least one of the airflow flowing on the left side of the vehicle body and the airflow flowing on the right side of the vehicle body by displacing a part of the vehicle body or a movable body attached to the vehicle body. The vehicle according to item (21), which is configured as follows.

  According to this vehicle, when dealing with a crosswind by a relatively simple method of displacing a part of the vehicle body or a movable body, for example, an airflow flowing on the left side of the vehicle body and an airflow flowing on the right side of the vehicle body are By setting it as a different state, the pressure of one airflow can be made lower than the pressure of the other airflow, and the force due to the pressure difference can be applied to the vehicle body in either the left or right direction. Alternatively, only one of the airflows flowing on the left and right of the vehicle body can be applied to a part of the vehicle body or the movable body, and the force of the one airflow pushing the movable body can be applied to the vehicle body in either the left or right direction.

(23) The airflow change dependency handling means is
A wing plate attached to the vehicle body,
(21) or (22) comprising a blade displacement device that displaces the blade between a position where it projects toward the leeward in the upper part of the vehicle body and a position where it does not project Vehicle according to item.

  According to this vehicle, when the wing plate projects in a bowl shape from the upper part of the vehicle body on the leeward side, the flow of the cross wind that passes through the upper side of the vehicle body and tries to go around the leeward side surface of the vehicle body is prevented. Therefore, when the wing plate is extended in this way, the negative pressure generated on the leeward side surface of the vehicle body is reduced compared to the case where the wing plate is not extended, that is, the air pressure on the leeward side surface of the vehicle body is reduced. Pressure increases. Thereby, the difference between the pressure of the airflow on the windward side of the vehicle body and the pressure of the airflow on the leeward side, that is, the pressure difference between the airflows on both sides of the vehicle body is also reduced. Therefore, the force acting on the vehicle body becomes smaller toward the leeward side of the cross wind due to the pressure difference. From another viewpoint, by extending the blade, the pressure of the airflow on the leeward side of the vehicle body increases, and the force due to the increase in pressure increases toward the windward side of the crosswind as a crosswind force. Can act on the vehicle body. Therefore, the airflow change dependency handling means described in this section can change the airflow flowing on the leeward side of the crosswind by projecting the wing plate on the leeward side of the crosswind, and can cause the crosswind force to act on the vehicle body. In that sense, in this vehicle, it can be considered that the vane is attached to the vehicle body as a movable body that changes at least one of the airflow flowing on the left side of the vehicle body and the airflow flowing on the right side of the vehicle body.

  The airflow change dependency handling means described in this section includes, for example, a single plate as a wing plate, and the left or right side surface of the vehicle body by sliding the wing plate to the left or right on the ceiling surface of the vehicle body. It may be such that it is displaced to a posture protruding on the leeward side. Alternatively, each of the two plates is provided as a blade, and by sliding the blades to the left and right on the ceiling surface of the vehicle body, one blade plate is placed on the left side surface of the vehicle body and the other blade plate is placed on the other. The right side surface may be displaced so as to project to the leeward side. In addition, when the airflow change dependency countermeasure means has two plates as blades, these blades are held on the left and right sides of the vehicle body in a state where they can be flipped up. May be. In this case, the two blades are, for example, hinges and may be held in a state of hanging from the vehicle body. Of the two blades held in this way, if the blades on the leeward side of the cross wind are rotated so as to be turned up, the blades can be displaced into a posture of projecting toward the leeward side. .

(24) The airflow change dependency handling means includes:
A pair of baffle plates respectively attached along the left and right side surfaces of the vehicle body;
A rectifying plate separating device that displaces the windward one of the pair of rectifying plates to a position separated from the side surface of the vehicle body so as to guide the air flow between the rectifying plate and the side surface of the vehicle body. The vehicle according to any one of (23).

  According to this vehicle, when the rectifying plate on the windward side of the cross wind is displaced to a position separated from the side surface of the vehicle body, the traveling airflow flowing from the front side of the vehicle body to the side surface is pushed between the rectifying plate and the side surface of the vehicle body. Can be introduced. In other words, since the flow path through which the airflow passes becomes narrow between the current plate and the side surface of the vehicle body, the flow velocity of the airflow increases, and the pressure of the airflow decreases according to Bernoulli's theorem. Therefore, if the baffle plates are separated on the windward side of the crosswind, lift will be generated toward the windward side of the crosswind due to the pressure difference between the airflows flowing on the left and right of the vehicle body, and the lift acts on the vehicle body as a crosswind force. Can do. Therefore, the airflow change dependency handling means described in this section can change the airflow flowing in the windward side of the crosswind by separating the rectifying plate on the windward side of the crosswind, and can cause the crosswind force to act on the vehicle body. In that sense, in this vehicle, it can be considered that the current plate is attached to the vehicle body as a movable body that changes at least one of the airflow flowing on the left side of the vehicle body and the airflow flowing on the right side of the vehicle body.

  The vehicle body of this vehicle effectively pushes the running airflow between the current plate and the side of the vehicle body.For example, when the vehicle is viewed from above, the airflow from the front of the vehicle body is smoothly guided to the left and right of the vehicle body. It is desirable to have a vehicle body that can be shaped, for example, a front part having a round shape. Further, it is desirable that the rectifying plate separating device displaces the rectifying plate to a relatively forward position of the vehicle body so as to narrow the flow path of the airflow guided to the left and right from the front portion of the vehicle body.

(25) The vehicle body has a structure in which the vehicle body bends or bends left and right when viewed from above, with the rear portion rotating relative to the front portion of the portion.
The airflow change dependency handling means is
The vehicle according to any one of items (21) to (24), including a vehicle body rear displacement device configured to displace the rear side portion of the vehicle body so that the vehicle body is bent or bent toward the leeward side. .

  According to this vehicle, when the rear side portion of the vehicle body rotates to the left or right with respect to the front side portion, the traveling airflow that flows from the front side of the vehicle body to the side surface depends on the direction in which the rear side portion rotates. Can be changed. Specifically, the airflow flowing to the side faces hits the rear part when passing through the rear part of the vehicle body, and bends in the direction in which the rear part rotates, that is, in the direction of the leeward side of the cross wind. Will flow. Therefore, the force by which the airflow hitting the rear portion pushes the vehicle body can be applied to the vehicle body as the force in the direction of the windward side of the crosswind, that is, the crosswind resistance force. Therefore, the airflow change dependency handling means described in this section can change the airflow flowing on the leeward side of the crosswind by rotating the rear side portion, and can cause the crosswind force to act on the vehicle body. In that sense, in the present vehicle, the rear side portion can be considered to be a part of the vehicle body that changes at least one of the airflow flowing on the left side of the vehicle body and the airflow flowing on the right side of the vehicle body.

  Moreover, the airflow change dependency handling means described in this section is suitable for a vehicle in which the vehicle body is formed in a streamlined shape with a rounded front portion when the vehicle is viewed from above. In such a vehicle, when the rear portion rotates, lift can be generated in the direction opposite to the direction of rotation according to Bernoulli's theorem, so that the lift acts on the vehicle body as a crosswind force. Can be made. In other words, in the case of a vehicle equipped with a streamlined vehicle body, both the lift force and the force pushing the vehicle body of the previous airflow can be applied to the vehicle body as a crosswind resistance force, so the crosswind resistance force is compared. Can be effectively applied to the vehicle body.

(26) The vehicle body is (a) a chassis portion that holds wheels, and (b) is supported by the chassis portion so as to be rotatable with respect to the chassis portion when viewed from above, and functions as an outline of the vehicle. A shell portion,
The airflow change dependency handling means is
Items (21) to (25) including a shell portion rotating device that rotates the shell portion with respect to the chassis portion in a direction in which a portion on the front side thereof shifts to the windward side from a portion on the rear side. The vehicle according to any one of the items).

  In this vehicle, the vehicle body is divided into a chassis part and a shell part, and the chassis part is a part that becomes a base of the vehicle body, and is a part that supports the equipment and occupants of the vehicle. It can be considered that the part is a part that covers the equipment and the occupant, that is, a part that forms the appearance of the vehicle.

  According to this vehicle, by rotating the chassis portion of the vehicle body relative to the shell portion, the traveling airflow flowing from the front side of the vehicle body to the side surface can be changed according to the direction of rotation of the shell portion. Specifically, when the shell portion rotates, the shell portion is disposed obliquely with respect to the airflow flowing to the side surface, so that the airflow passes through the shell portion when it passes through the shell portion. It will flow in such a way that it bends in the direction of the leeward side of the side wind. Therefore, the force by which the airflow hitting the shell part pushes the vehicle body can be applied to the vehicle body as the force in the direction of the windward side of the crosswind, that is, the crosswind force. Therefore, the airflow change dependency handling means described in this section can change the airflow flowing on the leeward side of the crosswind by rotating the shell portion, and can apply the crosswind resistance to the vehicle body. In that sense, in this vehicle, the shell portion can be considered to be a part of the vehicle body that changes at least one of the airflow flowing on the left side of the vehicle body and the airflow flowing on the right side of the vehicle body. In the airflow change-based countermeasures described in this section, the airflow hits one side of the shell part, that is, the entire part that forms the appearance when the vehicle is viewed from the side, and the force that pushes the body of the airflow is compared. Can be increased.

It is the side view and top view which show the vehicle of 1st Example. It is a perspective view which shows the vehicle body tilting apparatus which the vehicle of FIG. 1 has. It is a figure which shows a mode that the vehicle body changes from the state standing upright to the state inclined according to the action | operation of the vehicle body tilting apparatus of FIG. It is a figure for demonstrating a mode that the ground contact load of a front wheel changes, when the vehicle of FIG. 1 copes with a crosswind. It is a figure for demonstrating that the moment which opposes the moment by a transverse wind is generated when the vehicle body of the vehicle of FIG. 1 inclines to the windward side of a transverse wind. FIG. 2 is a diagram schematically illustrating a range in which information related to cross wind in front of the vehicle is acquired by the Doppler radar included in the vehicle in FIG. 1 and a planned travel route predicted by a travel route prediction unit included in the vehicle in FIG. 1. It is a figure which shows the map which the crosswind prediction part which the vehicle of FIG. 1 has uses in order to calculate a crosswind. It is a figure which shows the map of the moment which generate | occur | produces in a vehicle body by a cross wind force predicted by the cross wind prediction part which the vehicle of FIG. 1 has. It is a figure for demonstrating the execution space | interval of the program which the vehicle of FIG. 1 performs in order to predict a crosswind. 2 is a flowchart of a program executed for controlling a cross wind countermeasure in the vehicle of FIG. 2 is a flowchart of a program executed to predict a travel route in the vehicle of FIG. It is a flowchart of the program performed in order to predict a crosswind in the vehicle of FIG. It is a figure for demonstrating each function part which predicts a cross wind and operates a cross wind countermeasure with the vehicle control apparatus of FIG. It is a figure for demonstrating the crosswind which passes the downward direction of a vehicle body in case the vehicle of FIG. 1 inclines to the windward side. It is a top view which shows the vehicle of the modification of 1st Example. It is a figure which shows the relationship between a vehicle external crosswind information detection apparatus and a crosswind information receiver. It is a top view which shows the vehicle of the modification of 1st Example. It is a figure which shows the relationship between a vehicle-mounted crosswind information detection apparatus and a front vehicle crosswind information receiver. It is the side view and top view which show the vehicle of 2nd Example. FIG. 20 is a diagram for explaining a cross wind passing over the vehicle body when the vehicle in FIG. 19 is inclined to the windward side. It is a figure for demonstrating the method for displacing a vane in the vehicle of the modification of 2nd Example. It is the side view and top view which show the vehicle of 3rd Example. It is a figure for demonstrating the airflow which passes the side of a vehicle body in case the vehicle of FIG. 22 inclines to the windward side. It is the side view and top view which show the vehicle of 4th Example. FIG. 25 is a diagram for describing airflow passing through the side of the vehicle body when the vehicle body of FIG. 24 is bent. FIG. 25 is a diagram for explaining airflow passing through the side of the vehicle body when the vehicle body of the vehicle in FIG. 24 is bent relatively greatly. It is the side view and top view which show the vehicle of 5th Example. It is a figure for demonstrating the airflow which passes the side of a vehicle body in case the vehicle of FIG. 27 inclines to the windward side. It is the side view and top view which show the vehicle of 6th Example.

  Hereinafter, embodiments of the claimable invention will be described in detail with reference to the drawings. The claimable invention is not limited to the following examples and modifications, and can be implemented in various modes with various changes and improvements based on the knowledge of those skilled in the art.

≪Vehicle structure≫
FIG. 1 schematically shows a vehicle 10 of the first embodiment. The vehicle 10 includes a vehicle body 12 that forms a skeleton and an outline of the vehicle 10, and a pair of front wheels 14 and a single rear wheel 16 that are rotatably held by the vehicle body 12, respectively. That is, the vehicle 10 is a vehicle that travels on three wheels. Although a detailed description is omitted, in the vehicle 10, a pair of front wheels 14 is a steered wheel and a rear wheel 16 is a drive wheel. The vehicle 10 is a single-seat vehicle in which only one passenger seat 18 is provided substantially in the center, and the distance between the pair of front wheels 14 is relatively narrow, so that the vehicle has a relatively narrow vehicle width. It has become. Further, the outer bottom surface of the vehicle body 12 is a curved surface that protrudes downward when the vehicle 10 is viewed from the front. In the present specification, when the pair of front wheels 14 are shown separately on the left and right, the left front wheel is represented as the left front wheel 14L, and the right front wheel is represented as the right front wheel 14R.

  FIG. 2 shows a suspension system 20 provided for a pair of front wheels 14. The suspension system 20 includes a pair of steering knuckles 22 that respectively hold a pair of front wheels 14 rotatably, a pair of lower arms 24 that are respectively coupled to lower ends of the pair of steering knuckles 22, and a pair of steering wheels. A pair of upper arms 26 connected to the upper ends of the knuckle 22, a pair of spring absorbers Assy 28 having their lower ends connected to the pair of lower arms 24, and support for supporting the upper ends of the spring absorbers Assy 28 Device 30. In FIG. 2, the illustration of the steering knuckle 22 that holds the left front wheel 14L is omitted. The steering knuckle 22 is formed in a bar shape extending in the vertical direction. One pair of the lower arms 24 is rotatably connected at one end to the lower ends of the pair of steering knuckles 22 and the other end is rotatably held at the vehicle body 12. In addition, the pair of upper arms 26 is rotatably connected to the upper part of the pair of steering knuckles 22 above the lower arm 24 and the other end is rotatably held by the vehicle body 12. The pair of lower arms 24 and the pair of upper arms 26 are respectively held by the vehicle body 12 so as to be rotatable about a rotation axis extending in the front-rear direction of the vehicle 10. In addition, although it is difficult to understand in FIG. 2, each of the pair of lower arms 24 is configured such that the left and right arms can independently rotate with respect to the vehicle body 12, and each of the pair of upper arms 26 also includes the left and right arms. Is independently rotatable with respect to the vehicle body 12.

  Although detailed explanation is omitted, the spring absorber Assy 28 dampens vibration of the vehicle body by a spring that generates a repulsive force according to the approach of the vehicle body 12 and the front wheel 14 in a telescopic cylindrical casing, and the spring. A shock absorber. The support device 30 includes a cylindrical housing 32 fixed to the vehicle body 12, a support member 34 that supports the upper ends of the pair of spring absorbers Assy 28, and an actuator 36 that rotates the support member 34. doing. Although detailed description is omitted, the actuator 36 includes a motor and is built in the housing 32. The support member 34 has a T shape when viewed from the front side of the vehicle 10. A portion extending downward of the support member 34 extends from the opening provided on the outer peripheral surface of the housing 32 to the inside of the housing 32, and a tip portion of the portion extending downward is not shown in the figure, but It is fixed to a rotating shaft connected to the motor while extending in the front-rear direction. Therefore, the actuator 36 can rotate the support member 34 with respect to the vehicle body 12 by the force generated by the motor. The upper portion of the support member 34 is located outside the housing 32, and the left and right end portions 38 of the upper portion support the upper end portions of the pair of spring absorber assemblies 28, respectively.

FIG. 3A shows the case where the support member 34 is in the neutral position when the vehicle 10 is viewed from the front, that is, the rotation angle θ of the support member 34 with respect to the vehicle body 12 is 0 °. The posture of the vehicle body 12 is shown. FIG. 3B shows the posture of the vehicle body 12 when the actuator 36 rotates the support member 34 to the left with respect to the vehicle body 12 by an angle θ. Further, FIG. 3 (a) and 3 (b), shows the uppermost position of a pair of fenders which are provided on the vehicle body 12 corresponding to the front wheel 14 of a pair, respectively, P _R, as P _L Has been. When the support member 34 is in the neutral position, as shown in FIG. 3 (a), the vehicle body because of the upright, position P _R of the top of a pair of fenders, the P _L, have the same height . When the support member 34 rotates counterclockwise, as shown in FIG. 3B, the upper end of the spring absorber Assy 28R on the right front wheel 14R side is displaced upward in the vertical direction of the vehicle body, and the upper end of the spring absorber Assy 28L on the left front wheel 14L side. The part is displaced downward. Further, along with these displacements, the right front wheel 14R moves in the bounce direction, and the left front wheel 14L moves in the rebound direction. Therefore, the right height from the running surface of the position P _R of the top of the front wheel 14R side of the fender is lowered, the height from the running surface of the uppermost position P _L of the left front wheel 14L side of the fender to rebound bouncing Becomes higher. That is, the vehicle body 12 changes from an upright state to a right side inclined state. Although not shown in the drawing, when the support member 34 rotates to the right with respect to the vehicle body 12, the vehicle body 12 tilts to the left. Thus, the vehicle 10 can tilt the vehicle body 12 by rotating the support member 34 from the neutral position. Thus, in the vehicle 10, the vehicle body 12 can be tilted by the operation of the support device 30, and the tilt device 39 for tilting the vehicle body 12 is configured including the spring absorber Assy 28 and the support device 30. The vehicle 10 is configured to operate the tilting device 39 when the vehicle 10 turns. More specifically, when the vehicle 10 turns, the vehicle body 12 is inclined to the outside of the turn by the centrifugal force F _C , so that the traveling of the vehicle 10 becomes unstable. Therefore, in the vehicle 10, the tilting device 39 is operated so that the vehicle body 12 tilts inward of the turn during the turn.

  Further, the vehicle 10 detects an operation amount of an electronic control unit (ECU) 40 for controlling the operation of the tilting device 39, a vehicle speed sensor 42 for detecting the speed of the vehicle 10, and a steering operation member operated by the driver. An operation amount sensor 44 and the like are provided. Each of these sensors is connected to the ECU 40. The actuator 36 incorporates a rotation angle sensor for detecting the rotation angle of the rotary shaft to which the support member 34 is fixed with respect to the housing 32, that is, the rotation angle of the support member 34 with respect to the vehicle body 12 (not shown). ), Connected to the ECU 40.

  Furthermore, the vehicle 10 is equipped with a navigation system 46 in which road map information is recorded, and is connected to the ECU 40. Further, in the vehicle 10, a Doppler radar 50 that detects crosswind information in front of the vehicle 10, specifically, the direction and speed of the crosswind, is mounted on the front portion of the vehicle body 12 and is connected to the ECU 40. . The Doppler radar 50 can detect a relatively wide range of crosswind information in front of the vehicle 10 as indicated by a dotted line in FIG. Therefore, the ECU 40 can acquire the distribution of cross wind in front of the vehicle. In other words, the Doppler radar 50 is a front crosswind information acquisition unit for acquiring crosswind information blowing in front of the vehicle.

≪Effect of crosswind≫
When the vehicle 10 configured as described above travels in a crosswind, the vehicle body 12 is inclined toward the leeward side of the crosswind by the crosswind _FW that is a lateral force acting on the vehicle body 12 by the crosswind. Driving becomes unstable. In the present vehicle 10, when the vehicle body 12 is inclined by the cross wind as described above, the vehicle body 12 may be excessively inclined by operating the inclination device 39 in the same manner as when the vehicle 10 is turning. This prevents the occupant from feeling uncomfortable or driving the vehicle 10 extremely unstable. Therefore, in the present vehicle 10, the tilting device 39 is operated using the horizontal wind force _FW .

When the vehicle body 12 by the lateral wind F _W is inclined, the center of gravity of the vehicle body 12, as shown in FIG. 4 (a), crosswind moment M _W is a moment about the ground point on the leeward side of the front wheel 14 It can be considered that it has occurred. When the vehicle body 12 by crosswind moment M _W is tilted downwind, as shown in FIG. 4 (a), an increase in the vertical load of the front wheel 14 on the leeward side, decrease the vertical load of the front wheel 14 in the windward side Therefore, the balance of the ground load of the left and right front wheels 14 is deteriorated. However, in the vehicle 10, the vehicle body 12 can be tilted to the windward side as shown in FIG. 4B by operating the tilting device 39 as described above. Therefore, the ground load of the front wheel 14 on the leeward side can be reduced, and the ground load of the front wheel 14 on the leeward side can be increased. That is, in the vehicle 10, the tilting device 39 is operated to adjust the tilt of the vehicle body 12 so that the ground load of the left and right front wheels 14 is balanced. Thus, in the vehicle 10, tilt device 39, become a vehicle body tilt system for a crosswind opposing forces F _WO against lateral wind F _W upwind of crosswinds by acting on the vehicle body 12 is inclined to the vehicle body 12 In addition, a cross wind countermeasure means that includes a tilting device 39 and that deals with cross wind during traveling by applying a cross wind counteracting force to the vehicle body 12 is configured.

≪Moment generated in the vehicle body by the operation of the tilting device≫
As shown in FIG. 5A, the moment M _GV due to gravity generated at the center of gravity of the vehicle body 12 centering on one grounding point of the front wheel 14 in the state where the vehicle body 12 is standing upright and no cross wind is generated. As shown in FIG. 5 (b), a cross wind is generated and the vehicle body 12 is centered on the ground contact point of the leeward front wheel 14 when the vehicle body 12 is inclined to the windward side by the operation of the tilting device 39. the difference between the moment M _GL by gravity occurs in the center of gravity, if Tsuriae a crosswind moment M _W, i.e., if Naritate the relationship M _W = M _GL -M _GV, without depending on the operation of the tilting device 39, the vehicle body The 12 postures are maintained in a state of being inclined to the windward side. That is, in the posture, as schematically shown in FIG. 5C, the difference between the moments M _GV and M _GL due to gravity is the same magnitude as the side wind moment M _W and the side wind resistance moment M generated in the opposite direction. Become _WO . Therefore, the side wind resistance moment increases as the inclination angle of the vehicle body toward the windward side increases. In other words, the cross wind resistance moment M _WO increases as the operating amount of the tilting device 39, that is, the rotation angle θ of the support member 34 with respect to the vehicle body 12 increases.

By the way, as described above, the tilting device 39 operates so that the vehicle body 12 tilts inward when the vehicle 10 turns. This operation, against the centrifugal moment M _C is a moment toward the outside of the turn due to centrifugal force F _C, it is performed the centrifugal counter moment M _CO is a moment toward the inside of the turn by gravity in order to generate the vehicle body 12. That is, the vehicle 10 utilizes the operation of the tilt device 39, together to generate a centrifugal counter moment M _CO to counteract the centrifugal force F _C, to generate a crosswind counter moment M _WO against lateral wind F _W It is composed. Thus, in the vehicle 10, the tilting device 39 is a means for coping with the centrifugal force in turning and also a means for coping with cross wind.

≪Side wind prediction≫
As described above, since the vehicle body 12 is inclined toward the leeward side of the side wind, the vehicle 10 predicts the side wind acting on the vehicle body 12, and the vehicle body 12 is inclined toward the windward side of the side wind based on the predicted side wind. In order to predict the cross wind, first, the ECU 40 predicts the travel route of the vehicle 10 from the present to T seconds later based on the vehicle speed and the operation amount (hereinafter referred to as “travel route prediction process”). May be executed). In the travel route prediction process, the position where the vehicle 10 will travel from the present value detected by the vehicle speed sensor 42 and the detected value of the operation amount sensor 44 by T seconds from now (hereinafter referred to as “scheduled travel position”). 6 and a traveling direction of the vehicle 10 at each planned travel position (hereinafter, sometimes referred to as “scheduled travel direction”, indicated by a solid arrow in FIG. 6), Predicted at D second intervals. Therefore, by connecting these travel positions, as indicated by a one-dot chain line in FIG. 6, a route on which the vehicle 10 will travel (hereinafter may be referred to as “scheduled travel route”) is predicted. become. The previous D seconds are set so that the planned travel route has a somewhat smooth curve in consideration of the distance traveled by the vehicle 10 during the D seconds. This route is corrected by comparing with the road map information acquired from the navigation system 46 so that the route becomes a smooth curve to some extent. Specifically, the road map information and the planned travel route are compared, and if the planned travel route is off the road, the planned travel route is corrected to match the road map information. When the road map information does not include information on the road on which the vehicle 10 travels, the calculated planned travel route is used as it is.

Next, the ECU 40 executes a process for predicting a cross wind blowing on the vehicle 10 from the present to T seconds later (hereinafter sometimes referred to as “cross wind prediction process”) based on the cross wind information in front of the vehicle 10. Is done. In the crosswind prediction process, first, of the crosswind distribution in front of the vehicle 10 acquired by the Doppler radar 50, the crosswind information at each of the previously planned travel positions, that is, the wind direction and the wind speed, determines the travel position according to the vehicle. When 10 passes sequentially at intervals of D seconds, it is regarded as crosswind information of crosswinds acting on the vehicle body 12, and thus crosswinds at each planned travel position are predicted. Although not specifically described, a wind direction function W _D (t) for calculating the direction of the wind blown at the travel position of the vehicle 10 at time t from the wind direction and wind speed predicted at each planned travel position; A wind speed function W _S (t) for calculating the wind speed is created. These functions are regarded as functions for calculating the wind direction and wind speed on the planned travel route. Further, the wind direction function W _D (t) and the wind speed function W _S (t) take into account the planned traveling direction and speed of the vehicle 10 when the vehicle 10 travels on the planned traveling route, and the cross wind acting on the vehicle body 12. Relative wind direction function W _D '(t) and relative wind speed function W _S ' (t) which are functions for calculating the direction and wind speed of the vehicle, that is, functions for calculating the relative direction and wind speed of the cross wind with respect to the vehicle body 12 ) Created. Therefore, the cross wind information acting on the vehicle body 12 at the time t can be predicted by the relative wind direction function W _D ′ (t) and the relative wind speed function W _S ′ (t).

≪Calculation of crosswind moment≫
In the ECU 40, the lateral wind force _FW at the time t is calculated from the direction and the wind speed at the time t calculated by the relative wind direction function W _D '(t) and the relative wind speed function W _S ' (t). A wind power function F _W (t) is created. The transverse wind power function is calculated by the following formula: F _W (t) = K _D (t) · K _S (t) · F _WS More specifically, F _WS is a reference cross wind force, and when the cross wind that is the reference wind speed acts on the vehicle body 12 from the right side of the left side of the vehicle body 12 that is the reference direction, The horizontal wind force acting on the vehicle body 12 is represented. K _D is a wind direction coefficient and changes as shown in FIG. 7A depending on the value of the relative wind direction function W _D ′ (t), that is, the relative direction of the cross wind with respect to the vehicle body 12, and the wind direction at time t. The coefficient is expressed as K _D (t). Incidentally, FIG. 7 (a) shows a change of wind direction coefficient K _D when the horizontal axis will change the wind direction from the vehicle body front counterclockwise. K _S is a wind speed coefficient, and changes as shown in FIG. 7B depending on the value of the relative wind speed function W _S ′ (t), that is, the relative wind speed of the cross wind with respect to the vehicle body 12, and the wind speed at time t. The coefficient is expressed as K _S (t).

In the cross wind prediction process, the cross wind moment function M _W (t) for calculating the cross wind moment M _W at time t is further taken into account from the cross wind function F _W (t) in consideration of characteristics such as the position of the center of gravity of the vehicle body 12. Is created. The crosswind moment function M _W (t) is a function for calculating the crosswind moment M _W from the time when the crosswind prediction process is performed to T seconds later, and the calculation result using the function is, for example, This is illustrated by a graph as shown in FIG. In the ECU 40, the travel route prediction process and the cross wind prediction process are executed every C seconds shorter than T seconds, and as shown in FIG. 9, the cross wind moment function M for calculating the cross wind moment M _W for T seconds is obtained. _W (t) is created from time to time every C seconds. Each of these cross wind moment functions M _W (t) is used to calculate the cross wind moment M _W only in the use time that is a range excluding the first R ₁ second and the last R ₂ seconds. The utilization time of each crosswind moment function M _W (t) is C seconds, which is the interval at which the function is created. Accordingly, as shown in FIG. 9, in the crosswind moment function M _W · _n (t) created by the crosswind prediction process executed n times, the portion of the C second utilization time is the previous time, that is, n−1. Use time of the side wind moment function M _W · _n-1 (t) created by the execution of the first cross wind prediction process, or the next time, that is, the side wind moment function M _W · There is no overlap or gap between _{n + 1} (t) usage time and time t. Therefore, the side wind moment M _W can be calculated with respect to the time t, and the calculation result is, for example, as shown in FIG. 8B, the use time C of each side wind moment function M _W (t). The parts at are shown as being continuously arranged with respect to time t. The ECU 40 is configured to be able to calculate the side wind moment M _W at time t by storing the side wind moment function M _W (t) created by the side wind prediction process executed every C seconds as needed.

≪Control of tilting device to cope with crosswind≫
The ECU 40 controls the tilting device 39 based on the side wind moment M _W calculated by the side wind moment function M _W (t) in order to tilt the vehicle body 12 to the wind of the side wind. Therefore, ECU 40 calculates the crosswind counter moment M _WO to counter the crosswind. The ECU 40 can always calculate the side wind moment up to C seconds ahead of the current time t by the side wind moment function M _W (t) created as described above. By the way, since the tilting device 39 tilts the vehicle body 12 by driving the motor of the relatively small actuator 36, the vehicle body 12 tilts at an angle corresponding to the command after the operation command is transmitted to the actuator 36. A certain amount of delay will occur until this is done. ECU40, considering the delay, L s destination than the current elapsed time t (e.g., 0.5 seconds ahead), that is, calculates the crosswind moment M _W at time t + L, the inverse number of the calculation results and crosswind counter moment M _WO. The L seconds due to this delay are shorter than the C seconds of use time.

Although detailed description is omitted, as described above, the ECU 40 also executes centrifugal force estimation processing for operating the tilting device 39 in response to the centrifugal force F _C during turning. In the processing, first, the degree of turning of the vehicle is estimated from the detected value of the vehicle speed sensor 42 and the detected value of the operation amount sensor 44, and the centrifugal force F _C generated in the vehicle body 12 according to the degree of turning is calculated. Presumed. Next, from the estimated centrifugal force F _C , a centrifugal counter moment M _CO that opposes the centrifugal moment M _C is estimated.

Therefore, in the ECU 40, the target counter moment M ^*, which is a moment obtained by adding the cross wind counter moment M _WO and the centrifugal counter moment M _CO , is generated in the vehicle body 12, that is, M ^* = M _WO + M _CO Thus, the target rotation angle θ ^* of the support member 34 with respect to the vehicle body 12 is determined. Specifically, based on the above-described relationship that the moment generated in the vehicle body 12 due to gravity increases as the rotation angle θ of the support member 34 increases, a map showing the relationship between the rotation angle θ and the moment due to gravity, It is stored in the ECU 40. The ECU 40 determines a target rotation angle θ _W ^* of the support member 34 for generating the target opposing moment M ^* from the map.

Therefore, the ECU 40 controls the tilting device 39 so that the support member 34 rotates by the target rotation angle θ ^{* with} respect to the vehicle body 12, thereby dealing with the centrifugal force F _C and the lateral wind force _FW in the vehicle 10. Thus, the vehicle body is tilted. Therefore, in the present vehicle 10, the ECU 40 is a control device that controls the tilting device 39. By controlling the tilting device 39, the vehicle body 12 tilts toward the windward side of the cross wind. Thereby, in this vehicle 10, it is prevented that the vehicle body 12 inclines too much by a crosswind.

≪Program for operating the tilting device≫
In the ECU 40, in order to operate the tilting device 39 as described above, the support device control program shown in the flowchart in FIG. 10 is repeatedly executed in a relatively short cycle. When the support device control program is executed, n, which is the execution time of the program, is reset to 1, and the time t from the start of execution of the program is reset to 0. In the process according to the flowchart shown in FIG. 10, in step 1 (hereinafter abbreviated as “S1”, the same applies to other steps), time t is multiplied by the program execution time n and the map creation interval C seconds. Compared to the value. If the time t is equal to or greater than the multiplied value, the subroutine for the travel route prediction process and the cross wind prediction process is executed in S2 and S3, as will be described in detail later, and the cross wind moment function M _W (t ) Is stored as a crosswind moment function M _W · _n (t) in S4. Therefore, when this program is repeatedly executed, the side wind moment M _W at the time t can be calculated by a plurality of side wind moment functions M _W · _n (t) created as needed. In S4, when the time t is smaller than the value obtained by multiplying the coefficient n by the map creation interval C seconds, the creation interval C seconds from the previous creation of the crosswind moment function M _W · _n (t). Therefore, the subroutines for the travel route prediction process and the crosswind prediction process are not executed. In S5, the side wind moment function M _W · _n (t) for calculating the side wind moment M _W at time t + L obtained by adding the delay time L to the current time t among the previously created functions is read. In S6, the cross wind resistance moment _MWO is calculated. In S7, read the centrifugal counter moment M _CO estimated by centrifugal force estimation process being performed separately. In S8, it calculates a target counter moment M ^*, in S9, as mentioned above, by referring to the map, the target rotation angle of the support member 34 in accordance with the target counter moment M ^* θ _W ^* is determined. In S10, a command to rotate the support member 34 is output to the tilting device 39 so that the target rotation angle θ ^* is obtained. In S11, the execution time n of the program is incremented by 1, and the program ends.

  By the execution of the support device control program, the travel route prediction processing subroutine shown in the flowchart in FIG. 11 is repeatedly executed periodically at intervals of C seconds, and the travel route is predicted by this execution. In the process according to this flowchart, the vehicle speed and the operation amount are detected in S11. Next, in S12, based on the vehicle speed and the operation amount, prediction of the planned traveling position and the planned traveling direction of the vehicle 10 at intervals of D seconds is executed until T seconds later. In S13, the planned travel route is predicted from the planned travel position and the planned travel direction function. In S14, the planned travel route is compared with the road map information from the navigation system 46 and corrected.

Further, by the execution of the support device control program, the side wind prediction processing subroutine shown in the flowchart in FIG. 12 is repeatedly executed periodically at intervals of C seconds following the travel route prediction processing subroutine. M _W (t) is created. In the process according to this flowchart, in S21, the distribution of the cross wind in front of the vehicle by the Doppler radar is acquired. In S22, the wind direction and the wind speed at each of the planned travel positions are predicted from the acquired cross wind information. In S23, a relative wind direction function W _D '(t) for calculating the direction of the cross wind acting on the vehicle 10 at time t is created from the wind direction and wind speed, and in S24, the function acts on the vehicle 10 at time t. A relative wind speed function W _S ′ (t) for calculating the wind speed of the cross wind is generated. In S25, using the map shown in FIG. 7, a transverse wind power function F _W (t) for calculating the transverse wind force F _W acting on the vehicle body 12 at time t is created, and in S26, the vehicle body 12 at time t. A side wind moment function M _W (t) for calculating the side wind moment M _W generated in the above is derived.

≪Function part in electronic control unit≫
As described above, the ECU 40 that executes the support device control program can be considered to have several functional units for performing processing in the execution. Specifically, as shown in FIG. 13, the ECU 40 can be considered to have a support device control unit 60 that executes a support device control program and sends a command to the tilting device 39. Further, the ECU 40 can be considered to have a travel route prediction unit 62 that executes a travel route prediction processing subroutine accompanying execution of the support device control program, and a cross wind prediction unit 64 that executes a cross wind prediction processing subroutine. Further, the ECU 40 can be considered to have a data storage unit 66 that stores the crosswind moment function M _W · _n (t) derived by the crosswind prediction unit 64. The data storage unit 66 also stores road map information of the navigation system 46, a wind direction coefficient K _D , a wind speed coefficient K _S , a map indicating the relationship between the rotation angle θ and the cross wind resistance moment M _WO and the like. Further, it can be considered that the ECU 40 also has a centrifugal force estimation unit 68 that executes centrifugal force estimation processing.

  In addition, when reducing the inclination angle of the vehicle body 12 according to these controls, the vehicle 10 may use the lateral wind force. In this case, the vehicle body 12 is moved by the horizontal wind force, and the inclination angle of the vehicle body 12 is reduced even if the actuator 36 does not generate a force. Therefore, no electric power for operating the actuator 36 is required. Further, in the present vehicle 10, when the inclination angle of the vehicle body 12 is reduced by the lateral wind force, the motor of the actuator 36 may generate power. In that case, the motor of the actuator 36 is used as a generator, and the generator is operated by cross wind. Since the generated electric power is stored in the battery of the vehicle 10 and can be used for the electric power consumed by the vehicle 10, the electric power used by the vehicle 10 can be reduced.

≪Effects of the shape of the outside bottom of the car
Incidentally, as described above, the outer bottom surface of the vehicle body 12 has a curved surface that is rounded downward when the vehicle 10 is viewed from the front. Therefore, as shown in FIG. 14A, when the vehicle body is upright, the distance between the outer bottom surface and the traveling surface is the smallest at the center in the vehicle width direction. Therefore, the space defined by the outer bottom surface and the traveling surface is defined symmetrically. This partitioned space becomes a flow path through which the cross wind passes. When the vehicle body stands upright, the cross wind forms a streamline as shown in FIG. 14A and the cross wind passes through the flow path. On the other hand, as described above, when the vehicle body 12 is tilted to the windward side, the point where the distance between the outer bottom surface and the traveling surface is the smallest is from the vehicle body center to the inclined side as the tilt angle increases. Shift by an amount corresponding to the increase amount. In other words, the previous flow path changes into a shape with a narrow inlet and a wide outlet. Therefore, the cross wind forms a streamline as shown in FIG. 14B and passes through the flow path. Accordingly, on the outlet side of the flow path, the pressure of the cross wind passing therethrough is reduced with respect to the surroundings due to the diffuser effect. By the way, when the vehicle body 12 is inclined to the windward side of the cross wind, the force of the cross wind hitting the vehicle body 12 acts on the vehicle body 12 so as to lift the vehicle body 12. However, in the vehicle 10, the downforce, which is a downward force that opposes the force that lifts the vehicle body 12, can be applied to the vehicle body 12 by the diffuser effect. Therefore, the grounding force of the vehicle 10 can be increased and the vehicle 10 can travel more stably. In addition, since the outer bottom surface is curved as described above, the narrowest portion of the flow path is shifted to the upwind side of the cross wind as the inclination angle of the vehicle body 12 increases. . The passing cross wind can be passed relatively smoothly, and the diffuser effect can be exhibited relatively effectively without disturbing the flow of the cross wind.

<< Modification 1 >>
FIG. 15 shows a vehicle 80 according to a modification of the first embodiment. Vehicle 80, except the method of calculating the crosswind counter moment M _WO to foresee crosswinds are almost same structure as the vehicle 10 of the first embodiment. In the following description, in consideration of simplification of description, description of the same configuration and function as those of the vehicle 10 of the first embodiment is omitted.

  Instead of the Doppler radar 50 mounted on the vehicle 10 of the first embodiment, the vehicle 80 is equipped with a crosswind information receiving device 82 for receiving crosswind information at the front portion of the vehicle body 12. It is connected. Further, as shown in FIG. 16, the vehicle 80 travels on a road on which a plurality of permanent side wind information detecting devices 84 that detect the direction and speed of the side wind are installed. Therefore, the planned travel route predicted by the travel route prediction process of the vehicle 80 is predicted to be on this road. The permanent cross wind information detection device 84 detects the direction and speed of the cross wind at the point where it is installed, that is, cross wind information, and transmits it by radio at any time. These permanent crosswind information detecting devices 84 are installed at positions relatively close to the predicted travel route. Therefore, the crosswind information detected by each permanent crosswind information detection device 84 is regarded as crosswind information at a position on the planned travel route where each permanent crosswind information detection device 84 is close. The crosswind information receiving device 82 can receive crosswind information transmitted from the permanent crosswind information detecting device 84 in front of the vehicle 80. That is, the crosswind information receiving device 82 is a path crosswind information receiving device that receives crosswind information from the permanent crosswind information detecting device 84 that is permanently installed alongside the travel route of the vehicle 80. It is a front crosswind information acquisition means for acquiring the crosswind information that is blowing.

In addition, each permanent crosswind information detection device 84 also transmits information related to its installed position. Therefore, the ECU 40 can calculate the time from the current position and speed of the vehicle 80 until each permanent crosswind information detection device 84 passes through a nearby position. That is, the position on the planned travel route where each of the permanent cross wind information detection devices 84 is close can be considered as the planned travel position, and the ECU 40 can calculate the time interval when passing through each of the planned travel positions. it can. Therefore, a wind direction function W _D (t) for calculating the direction of the wind blown at the travel position of the vehicle 80 at time t from the time when crossing the planned travel position on the planned travel route and the crosswind information, A wind speed function W _S (t) for calculating the wind speed is created. Accordingly, these functions are functions for calculating the relative direction and the wind speed of the cross wind with respect to the vehicle body 12 in consideration of the planned travel direction and speed of the vehicle 80 on the planned travel route. _D ′ (t) and relative wind speed function W _S ′ (t) are respectively created. Accordingly, the side wind information acting on the vehicle body 12 at the time t is predicted by the relative wind direction function W _D ′ (t) and the relative wind speed function W _S ′ (t), and the side wind counter moment M _WO is calculated from the side wind information. The

<< Modification 2 >>
FIG. 17 shows a vehicle 90 according to a modification of the first embodiment. Vehicle 90, except the method of calculating the crosswind counter moment M _WO to predict the crosswind, the vehicle 10 of the first embodiment are almost similar configuration, in the following description, the simplicity of description In consideration, description of the same configuration and function as those of the vehicle 10 of the first embodiment is omitted.

  Instead of the Doppler radar 50 mounted on the vehicle 10 of the first embodiment, the vehicle 90 is mounted with a front vehicle crosswind information receiving device 92 for receiving crosswind information at the front portion of the vehicle body 12, It is connected to ECU40. In addition, the vehicle 90 is transmitted to the top of the vehicle body 12 with the crosswind information that is blown to the vehicle body 12, that is, the crosswind detector 94 for detecting the direction and speed of the crosswind, and for transmitting the crosswind information. A crosswind information transmitter 96 is mounted. The cross wind detector 94 and the cross wind information transmitter 96 are connected to the ECU 40. Crosswind information is transmitted to the ECU 40 from the crosswind detector 94 as needed. The ECU 40 transmits the side wind information to the side wind information transmitting device 96 together with information on the current traveling position of the vehicle acquired by the navigation system 46. The crosswind information transmitting device 96 transmits the crosswind information and information related to the current traveling position of the vehicle to the surroundings by radio at any time.

  While the vehicle 90 configured as described above is traveling, as shown in FIG. 18, another vehicle having the same configuration as the vehicle 90 (hereinafter, simply referred to as “front vehicle”) may be provided in front of the vehicle 90. ) Is traveling, the side wind information detected by the preceding vehicle and information regarding the traveling position of the preceding vehicle are also transmitted from time to time. In such a case, the vehicle 90 receives information transmitted from the vehicle ahead by the front vehicle crosswind information receiving device 92, and the received information is transmitted to the ECU 40. That is, the front vehicle crosswind information receiving device 92 of the vehicle 90 is a front crosswind information acquisition unit for acquiring crosswind information blowing in front of the vehicle 90. Further, when another vehicle having the same configuration as the vehicle 90 (hereinafter sometimes simply referred to as “rear vehicle”) is traveling behind the vehicle 90, the rear vehicle is the side wind information of the vehicle 90. Information transmitted from the transmitting device 96 at any time can be received. Accordingly, when the vehicle 90 is another vehicle that travels forward in the traveling direction of the rear vehicle, the lateral wind that blows to another vehicle traveling in the forward direction including the lateral wind detector 94 and the lateral wind information transmitting device 96 is detected. An in-vehicle crosswind information detection device for detection is configured.

The ECU 40 stores information related to the traveling position of the preceding vehicle and the lateral wind information at the traveling position, and when the vehicle 90 travels in the position where the preceding vehicle has traveled, the same lateral wind as the lateral wind blown to the preceding vehicle blows. Is considered. Further, when the preceding vehicle is traveling on the same road as the road on which the vehicle is traveling, it can be considered that the preceding vehicle is traveling on the same route as the planned traveling route of the vehicle 90. Therefore, the wind direction and wind speed of the cross wind blown to the preceding vehicle are regarded as the wind direction and wind speed on the planned travel route of the vehicle 90, and the direction and wind speed of the cross wind acting on the vehicle body 12 on the planned travel route are predicted. A map of the side wind moment M _W (t) generated in the vehicle body 12 at time t is created from the side wind information predicted in this way, and the reciprocal of the side wind moment M _W (t) is the cross wind moment M _WO (t t). In addition, when there are a plurality of vehicles in front of the vehicle 90, the information from the vehicle in front of the vehicle 90 is selected and used as information from the vehicle in front received by the vehicle 90. That is, when receiving the crosswind information from a plurality of vehicles, the ECU 40 compares the information on the travel position transmitted together with the crosswind information with the travel position information of the vehicle 90, so that the nearest to the front of the vehicle 90 is obtained. The vehicle is selected as the preceding vehicle, and the side wind information of the vehicle is used to predict the side wind. Further, the forward vehicle is not limited to a vehicle traveling in the same direction as the vehicle 90, and may be an oncoming vehicle, that is, a vehicle coming from the opposite direction. That is, the crosswind information transmitted from the oncoming vehicle is also used as the crosswind information on the planned travel route of the vehicle 90. Of the information from the preceding vehicle stored in the ECU 40, the information at the position where the vehicle 90 has passed is erased as needed.

<< Modification 3 >>
The vehicle (not shown) of this modified example has almost the same configuration as the vehicle 10 of the first embodiment. However, in this vehicle, the tilting device 39 can operate quickly. Therefore, unlike the vehicle 10 of the first embodiment, the delay time until the vehicle body 12 is tilted by the tilting device 39 hardly occurs. Therefore, in this vehicle, the cross wind moment M _WO is determined at time t, that is, without considering the delay time L.

Although detailed explanation is omitted, in order to deal with disturbance due to unevenness of the traveling path of the vehicle, processing for operating the tilting device 39 so that the vehicle body 12 does not tilt due to the disturbance is also executed. In the process, first, based on the detection value of a roll sensor (not shown) for detecting the roll amount of the vehicle body 12, whether the inclination of the vehicle body 12 is the roll amount corresponding to the above-mentioned countermeasure against the crosswind and the turning. Determined. If the roll amount of the vehicle body 12 does not correspond to the response to the crosswind and the turn, the difference between the roll amount and the actual roll amount in response is the roll amount of the vehicle body 12 due to disturbance, and the difference based on the disturbance moment M _D is a moment generated in the vehicle body 12 by the disturbance is estimated. Therefore, the reciprocal of the disturbance moment M _D is set as the disturbance counter moment M _DO .

Therefore, the ECU 40 causes the vehicle body 12 to generate a target counter moment M ^* that is a moment having a magnitude obtained by adding a disturbance counter moment M _DO to the cross wind moment M _WO and the centrifugal counter moment M _CO at the time t. The target rotation angle θ ^{* of} the support member 34 with respect to the vehicle body 12 is determined. The ECU 40 determines the target rotation angle θ _W ^* of the support member 34 for generating the target counter moment M ^* from the map showing the relationship between the rotation angle θ and the moment generated in the vehicle body 12 due to gravity.

  FIG. 19 schematically shows a vehicle 110 according to the second embodiment. The vehicle 110 is a vehicle that travels on three wheels, similarly to the vehicle 10 of the first embodiment, and generally has the same configuration as the vehicle 10 of the first embodiment. Therefore, in the following description, in consideration of simplification of description, description of the same configuration and function as those of the vehicle 10 of the first embodiment is omitted.

  The vehicle 110 includes a vehicle body 112 that forms its own skeleton and outline. In addition, the vehicle 110 includes a pair of vanes 114 arranged to be aligned in the left-right direction on the upper surface portion of the vehicle body 112, i.e., the ceiling, and the pair of the wing plates 114 suspended from the vehicle body 112. A pair of wing plate holding mechanisms 116 that respectively hold the wing plates 114, and the pair of wing plates 114 are independently displaced so as to project from the left side surface and the right side surface of the vehicle body 112 in the vehicle width direction. A pair of blade displacement devices 118 are incorporated. Each of the pair of blades 114 is formed in a rectangle having the same size. Each of the wing plate holding mechanisms 116 includes two rails 120 fixed in the ceiling of the vehicle body 112 and a plurality of rollers 122 attached to the upper surface of each of the pair of wing plates 114. Yes. The two rails 120 are fixed in a state of extending in the vehicle width direction, and two rollers 122 are attached to the rails 120 so as to be hooked on the rails 120. Therefore, each vane plate 114 is held in a state of being suspended from the vehicle body 112. Each vane plate 114 is movable so as to slide in the vehicle width direction when the roller 122 rolls.

  Each of the pair of blade displacement devices 118 includes a motor 124 fixed to the vehicle body 112 with the motor shaft extending in the vehicle width direction, a screw shaft 126 connected to the motor 124, and a pair of blades 114. Each having a nut 128 fixed thereto. The screw shaft 126 has a male screw formed on the outer periphery thereof, and the nut 128 is fixed in a state of engaging with the male screw. That is, in each of the pair of blade displacement devices 118, a screw mechanism is constituted by the screw shaft 126 and the nut 128, and the nut 128 moves in the vehicle width direction when the motor 124 rotates. Accordingly, each of the pair of blades 114 to which the nuts 128 are fixed is displaced in the vehicle width direction by the rotation of the corresponding motor 124. Since the left and right side surfaces of the vehicle body 112 are respectively provided with openings 130, the corresponding blades 114 can be moved to positions projecting from the vehicle body 112 through the openings 130 by the operation of the motors 124. it can. Each motor 124 is connected to the ECU 40, and the ECU 40 controls the motor 124 so that each vane plate 114 moves to a position where it projects from the vehicle body 112 and a position where it does not project.

  When the vehicle body 112 is inclined to the windward side of the cross wind in order to deal with the cross wind, if the influence of the travel wind due to the travel of the vehicle 110 is ignored, as shown in FIG. Due to the passing cross wind, the air on the leeward side of the vehicle body 112 flows in a spiral. In the swirl region, the air pressure is reduced with respect to the surroundings. Therefore, due to the difference between the air pressure on the windward side of the vehicle body 112 and the air pressure on the leeward side, a force directed from the windward side to the leeward side acts on the vehicle body 112. That is, this force acts on the vehicle body 112 as a force in the same direction as the lateral wind force. On the other hand, as shown in FIG. 20B, when the leeward wing plate 114 moves to the position where it projects, the flow of the cross wind passing above the vehicle body 112 is suppressed below the wing plate 114. Therefore, a decrease in air pressure on the leeward side of the vehicle body 112 is suppressed, and a pressure difference between both side surfaces of the vehicle body 112 is reduced. Therefore, the force acting on the vehicle body 112 due to the pressure difference can be reduced. From another point of view, the wing platen 114 on the leeward side protrudes, so that the lateral wind resistance against the lateral wind force, that is, the vehicle body 112 is inclined toward the windward, or the vehicle body 112 is placed on the windward side of the crosswind. It can be considered that a pressing force is generated and the force due to the pressure difference can be reduced. Therefore, it is possible to prevent the vehicle body 112 from being excessively inclined to the leeward side and the vehicle 110 from being inclined to the leeward side. Therefore, in the present vehicle 110, in order to deal with the cross wind, the ECU 40 controls the tilting device 39 to tilt the vehicle body 112 to the windward side of the cross wind, and at the same time, moves to a position where the wing plate 114 on the leeward side projects. Thus, the motor 124 is controlled.

  The vehicle 110 includes the pair of blades 114, the pair of suspension devices 116, and the pair of blade displacement devices 118, and the airflow change response handling means is configured. For example, by moving one of the pair of blade displacement devices 118 to move the corresponding blade 114, the airflow is changed on the side surface of the vehicle body 112 where the blade 114 is located, and the cross wind depends on the change. A counter force can be applied to the vehicle body 112. Further, in this vehicle 110, a cross wind coping means for coping with a cross wind during traveling by applying a cross wind counteracting force to the vehicle body 112 is configured by the air flow change dependence coping means. Each of the pair of blades 114 can be considered as a movable body that moves so as to protrude from the vehicle body 112 and changes the airflow on the side surface of the vehicle body 112 where the blade plate 114 is located.

  The vehicle 110 according to the present embodiment includes a single plate as a blade plate in the ceiling instead of the pair of blade plates 114, and the single blade plate has the same configuration as that of the suspension device 116. Alternatively, the vehicle may be suspended by the suspension device and slid in the vehicle width direction by the blade displacement device having the same configuration as the blade displacement device 118. In such a vehicle, like the vehicle 110, the single blade can be displaced between a position projecting toward the leeward and a position not projecting. Further, as shown in FIG. 21, the vehicle 110 according to the present embodiment has a pair of blades provided along the left and right side surfaces of the vehicle body 112, and each of the pair of blades is provided. The vehicle may be moved to a position protruding from the vehicle body 112. In the vehicle, each of the pair of blades is rotatably held on the vehicle body 112 by a hinge having a rotation axis extending in the front-rear direction of the vehicle body 112. Further, the vehicle is provided with a device that rotates the pair of blades so as to be flipped up, although a specific description is omitted. Therefore, according to this vehicle, similarly to the vehicle 110, the blades of the pair of blades are rotated toward the leeward side by rotating the blades on the leeward side of the side wind so as to jump up. Can be moved to a position.

  FIG. 22 schematically shows a vehicle 150 according to the third embodiment. The vehicle 150 includes a vehicle body 152 that forms a skeleton and an outline of the vehicle 150, and four wheels 154 that are rotatably held by the vehicle body 152. As shown in FIG. 22, the vehicle body 152 has a streamlined round shape at the front when viewed from above. Although detailed description is omitted, the two front wheels 154 out of the four wheels 154 are steered wheels and drive wheels in the vehicle 150. The vehicle 150 is roughly configured in the same manner as the vehicle 10 of the first embodiment except that it travels with four wheels and does not include a device for tilting the vehicle body 152. Therefore, in the following description, in consideration of simplification of description, description of the same configuration and function as those of the vehicle 10 of the first embodiment is omitted.

  The vehicle body 152 includes a pair of rectifying plates 156 having the same size and a shape along the vehicle body 152, a plurality of rotating arms 158 that hold the pair of rectifying plates 156 with respect to the vehicle body 152, and 1 A pair of motors 160 fixed to the vehicle body 152 are provided corresponding to each of the pair of rectifying plates 156. Each rectifying plate 156 is held by four rotating arms 158, and each of the four rotating arms 158 is rotatably held at one end by the vehicle body 152 and can be rotated by the rectifying plate 156 at the other end. Is held in. Each of these four rotating arms 158 is arranged so as to be connected to the rectifying plate 156 at a position near the four corners of the rectifying plate 156 whose other end is a square. Of these four rotating arms 158, two rotating arms 158 on the front side of the vehicle body 152 are fixed to the motor shaft of the motor 160. That is, these two rotating arms 158 rotate with respect to the vehicle body 152 by rotating together with the motor shaft. Thus, each rectifying plate 156 held by the vehicle body 152 is displaced away from the vehicle body 152 when the corresponding motor 160 rotates. That is, in the vehicle 150, the rectifying plate separating device that displaces the rectifying plate 156 to a position separated from the side surface of the vehicle body 152 is configured by the rotating arm 158 and the motor 160. Each motor 160 is connected to the ECU 40, and the ECU 40 controls the motor 160 so that each vane plate 114 is displaced between a position away from the vehicle body 152 and a position away from the vehicle body 152.

  During traveling of the vehicle 150 configured as described above, the traveling airflow, that is, the airflow generated by the traveling of the vehicle 150 is a streamlined body with the vehicle body 152 rounded at the front portion. The vehicle body 152 is smoothly guided to the left and right of the vehicle body 152 along the flow lines shown. In the vehicle 150, when dealing with crosswind, the ECU 40 controls the motor 124 on the windward side of the crosswind to move the windward rectifying plate 156 to a position away from the side surface of the vehicle body 152. In that case, of the airflow flowing on the left and right of the vehicle body, the airflow on the windward side of the cross wind changes as shown in FIG. More specifically, the airflow on the windward side of the cross wind is introduced so as to be pushed between the rectifying plate 156 and the side surface of the vehicle body 152. In other words, since the flow path through which the airflow passes is narrowed between the current plate 156 and the side surface of the vehicle body 152, the flow velocity of the airflow increases, and the pressure of the airflow decreases according to Bernoulli's theorem. Therefore, a lift force toward the windward side of the cross wind is generated due to the pressure difference between the airflows flowing on the left and right of the vehicle body 152. The lift force causes the cross wind resistance, that is, the vehicle body 152 is inclined toward the windward or the vehicle body 152 is It acts on the vehicle body 152 as a force that pushes the wind to the windward side of the cross wind. Therefore, by separating the windward rectifying plate 156 from the vehicle body 152, it is possible to prevent the vehicle body 152 from being excessively inclined to the leeward side or the vehicle 150 from being inclined to the leeward side due to the cross wind. Note that the streamlines shown in FIG. 23 are drawn ignoring the influence of crosswinds for easy understanding.

  In the vehicle 150, the airflow change dependency handling means is configured to include the pair of rectifying plates 156, the plurality of rotating arms 158, and the pair of motors 160. By moving the corresponding rectifying plate 156 by the operation of one of the pair of motors 160, the airflow is changed on the side surface of the vehicle body 112 where the rectifying plate 156 is located, and the crosswind force is applied to the vehicle body 152 based on the change. Can act. Further, in this vehicle 150, a cross wind coping unit that counters a cross wind during traveling by applying a cross wind counteracting force to the vehicle body 152 is configured by the air flow change dependency coping unit. Each of the pair of rectifying plates 156 can be considered as a movable body that changes the airflow on the side surface of the vehicle body 112 where the rectifying plate 156 is located by being displaced to a position away from the vehicle body 152.

  FIG. 24 schematically shows a vehicle 180 according to the fourth embodiment. Similar to the vehicle 150 of the third embodiment, the vehicle 180 is a vehicle that travels with four wheels, and roughly has the same configuration as the vehicle 150 of the third embodiment. Therefore, in the following description, in consideration of simplification of description, description of the same configuration and function as the vehicle 150 of the third embodiment is omitted.

  The vehicle 180 includes a vehicle body 182 that is a streamlined rounded front portion when viewed from above. The vehicle body 182 includes a main body portion 184 that is a main portion of the vehicle body 182 and holds the wheels 154, and a rear portion of the vehicle body 182 that is separated from the main body portion 184. Has been. The rear part 186 has a frame 187 constituting the rear part 186, and the frame 187 is fixed to a rotary shaft 188 extending in the vertical direction on the front side of the rear part 186. The rotating shaft 188 is rotatably held at a lower portion by a cage 190 fixed to the main body 184. The main body 184 is provided with a drive device 192 for driving the rotary shaft 188 to rotate. The drive device 192 includes a motor 194 fixed to the main body 184 and a gear mechanism 196 that transmits the rotation of the motor 194 to the rotary shaft 188. The motor 194 is connected to the ECU 40, and the ECU 40 is in a state where the rear part 186 is rotated left and right with respect to the main body part 184, that is, a state where the vehicle body 182 is bent and a state where it is not rotated. That is, the motor 194 is controlled so that the vehicle body 182 is not bent.

  While the vehicle 180 configured as described above is traveling, the traveling airflow, that is, the airflow generated by the traveling of the vehicle 180 is streamlined with the vehicle body 182 rounded at the front portion. The vehicle body 182 is smoothly guided to the left and right along the flow lines shown. In the vehicle 180, when dealing with cross wind, the ECU 40 controls the motor 194 to rotate the rear portion 186 to the leeward side of the cross wind. When the rear portion 186 is thus rotated, the shape of the vehicle body 182 changes to a shape that bends to the leeward side of the cross wind as shown in FIG. 25 (b) or (c). That is, the vehicle 180 includes a rotating shaft 188, a retainer 190, and a driving device 192, and displaces a rear portion 186, which is a rear side portion of the vehicle body 182, so that the vehicle body 182 is bent toward the leeward side. A displacement device is configured.

  When the rear portion 186 is displaced, the airflow flowing on the left and right of the vehicle body changes. More specifically, the distance until the airflow passing through the windward side surface of the cross wind passes to the rear of the vehicle body 182 is greater than the distance until the airflow passing through the leeward side surface passes to the rear of the vehicle body 182. become longer. Therefore, according to Bernoulli's theorem, the velocity of the airflow passing through the side of the windward side of the crosswind increases and the pressure decreases, so the lift toward the windward side of the crosswind occurs due to the pressure difference between the airflows flowing left and right of the vehicle body. The lift acts on the vehicle body 182 as a cross wind resistance force, that is, a force that tilts the vehicle body 182 toward the windward side or pushes the vehicle body 182 toward the windward side of the cross wind. In other words, when the vehicle body 182 functions like a vertical tail of an airplane, a lateral force acts on the vehicle body 182. Therefore, by rotating the rear portion 186 to the leeward side of the crosswind, it is possible to prevent the vehicle body 182 from being excessively inclined to the leeward side and the vehicle 180 from being skewed to the leeward side by the crosswind. Note that the streamlines shown in FIG. 25 are drawn ignoring the influence of crosswinds for easy understanding.

  As shown in FIG. 26, when the rear portion 186 is rotated relatively large, that is, when the vehicle body 182 is bent relatively large, the airflow flowing on the leeward side of the cross wind of the vehicle body 182 is It will hit. Therefore, the direction in which the airflow flows is bent toward the leeward side of the cross wind, and a force that pushes the vehicle body 182 toward the windward side of the cross wind acts on the vehicle body 182. That is, the force toward the windward side of the cross wind can be applied to the vehicle body 182 as a cross wind resistance. In this manner, the vehicle 180 can cause the crosswind force to act on the vehicle body 182 by both the lift and the force that pushes the vehicle body in the airflow. Comparing the lift force and the force pushing the vehicle body of the air current, the force pushing the vehicle body of the air current becomes larger. Accordingly, the vehicle 180 causes a side wind resistance force caused by lift to act on the vehicle body 182 when the side wind resistance force is relatively small, and if the side wind resistance force is relatively large, the vehicle 180 counteracts the side wind resistance caused by the force that pushes the air current body. A force is applied to the vehicle body 182.

  Therefore, in the vehicle 180, the airflow change dependency handling means is configured to include the rotating shaft 188, the retainer 190, and the driving device 192. According to the airflow change dependency handling means, the rear portion is activated by the operation of the driving device 192. By rotating 186, the airflow flowing on the left and right sides of the vehicle body 182 can be changed, and the cross wind resistance can be applied to the vehicle body depending on the change. Further, in this vehicle 180, a cross wind coping unit that counters a cross wind during traveling by applying a cross wind resistance force to the vehicle body 182 is configured by the airflow change dependence coping unit. Further, the rear portion 186 can be considered as a part of the vehicle body that changes both the airflow flowing on the left and right of the vehicle body by rotating so that the vehicle body 182 is bent.

  FIG. 27 schematically shows a vehicle 210 of the fifth embodiment. The vehicle 210 is a vehicle that travels with four wheels, and has a rectangular shape elongated from the front to the rear when viewed from above. In addition, the vehicle 210 is a vehicle in which two people can ride in a state where they are lined up in front and back. The vehicle 210 is roughly configured in the same manner as the vehicle of the above-described embodiment except that it travels with these four wheels and is rectangular. Therefore, in the following description, in consideration of simplification of description, description of the same configuration and function as the vehicle of the above-described embodiment is omitted.

  The vehicle 210 has a vehicle body 212 that forms the skeleton and outline of the vehicle 210. The vehicle body 212 is a base portion of the vehicle body 212, supports the equipment and occupants of the vehicle 210, covers the equipment and the occupant, and a chassis portion 214 that is a part that rotatably holds the wheels. It is comprised by the shell part 216 which forms the external appearance of the vehicle 210. FIG. The shell portion 216 is fixed to a rotary shaft 218 that extends in the vertical direction at substantially the center in the front, rear, left, and right of the shell portion 216, and the rotary shaft 218 can be rotated at the lower end portion by a cage 220 fixed to the chassis portion 214. Is held in. The chassis unit 214 is provided with a driving device 222 for rotating the rotary shaft 218. The drive device 222 includes a motor 224 fixed to the chassis portion 214 and a gear mechanism 226 that transmits the rotation of the motor 224 to the rotary shaft 218. The motor 224 is connected to the ECU 40, and the ECU 40 controls the motor 224 so that the shell portion 216 rotates to the left and right with respect to the chassis portion 214 and does not rotate.

  While the vehicle 210 configured as described above is traveling, the traveling airflow, that is, the airflow generated by the traveling of the vehicle 210 is guided to the left and right of the vehicle body 212 along the streamline shown in FIG. In the vehicle 210, when dealing with cross wind, the ECU 40 controls the motor 224 to rotate the shell portion 216 in a direction in which the front portion thereof faces the windward side. That is, the driving device 222 is a shell portion rotating device that rotates the shell portion 216 relative to the chassis portion 214 in a direction in which the front portion thereof shifts to the windward side from the rear portion. When the shell portion 216 is thus rotated, the airflow flowing on the left and right sides of the vehicle body changes. More specifically, when the shell portion 216 rotates, the shell portion 216 is disposed obliquely with respect to the traveling airflow, so that when the traveling airflow passes through the shell portion 216, the shell portion 216 is moved. In that case, it will bend and flow in the direction of the leeward side of the crosswind. Therefore, the force that pushes the vehicle body of the airflow hitting the shell portion 216 acts on the vehicle body 212 as a side wind resistance, that is, a force that tilts the vehicle body 212 toward the windward or pushes the vehicle body 212 toward the windward side of the crosswind. To do. Therefore, by rotating the shell portion 216, it is possible to prevent the vehicle body 212 from being excessively inclined toward the leeward side or the vehicle 210 being inclined toward the leeward side due to the crosswind. Therefore, the vehicle 210 can relatively increase the force that pushes the vehicle body 212 of the airflow when the airflow hits the entire shell portion 216, that is, the entire portion that forms the appearance of the vehicle 210. Note that the streamlines shown in FIG. 25 are drawn ignoring the influence of crosswinds for easy understanding.

  Therefore, in this vehicle 210, the airflow change dependency handling means is configured including the rotating shaft 218, the retainer 220, and the drive device 222, and according to the airflow change dependency response means, the shell portion is activated by the operation of the drive device 222. By rotating 216, the airflow flowing to the left and right of the vehicle body 212 can be changed, and a cross wind resistance can be applied to the vehicle body depending on the change. Further, in this vehicle 210, a cross wind coping unit that counters a cross wind during traveling by applying a cross wind counteracting force to the vehicle body 212 is configured by the air flow change dependency coping unit. Further, the shell portion 216 can be considered as a part of the vehicle body that changes both the airflow flowing on the left and right of the vehicle body by rotating in the direction in which the front side portion is shifted to the windward side from the rear side portion.

  FIG. 29 schematically shows a vehicle 240 of the sixth embodiment. Similar to the vehicle 210 of the fifth embodiment, the vehicle 240 is a two-seater vehicle that travels on four wheels. In the vehicle 240, a rectifying device 244 is provided in a portion that becomes a roof of a vehicle body 242 that forms a skeleton and an outline of the vehicle 240. The rectifying device 244 has a streamlined shape with a rounded front portion when viewed from above, and a device body 246 that forms a part of the roof of the vehicle body 242 and a shape that is shaped along the device body 246. The pair of rectifying plates 248, the plurality of rotating arms 250 that hold the pair of rectifying plates 248 with respect to the device body 246, and the pair of rectifying plates 248 are fixed to the device body 246. And a pair of motors 252. That is, in the vehicle 240, the rectifying device 244 causes the rectifying plate 248 on the leeward side of the cross wind to be separated from the device body 246, as in the vehicle 150 of the third embodiment, thereby generating lift toward the windward side of the cross wind. The lift can be applied to the vehicle body 242 as a cross wind resistance.

  Therefore, in the vehicle 240, the airflow change response handling means is configured to include the pair of rectifying plates 248, the plurality of rotating arms 250, and the pair of motors 252, and according to the airflow change response handling means, By moving the corresponding rectifying plate 248 by one operation of the pair of motors 252, the airflow is changed on the side surface of the vehicle body 242 where the rectifying plate 248 is located, and the crosswind resistance force is changed depending on the change. 242. Further, in this vehicle 240, a cross wind coping unit that counters a cross wind during traveling by applying a cross wind resistance force to the vehicle body 242 is configured by the air flow change dependency coping unit. Each of the pair of rectifying plates 248 can be considered as a movable body that changes the airflow on the side surface of the vehicle body 242 where the rectifying plate 248 is located by being displaced to a position away from the vehicle body 242.

  In the vehicle 240, the rectifying device 244 is provided on the roof of the vehicle body 242 in this manner, so that the living space of the vehicle 240 is not narrowed by the components constituting the rectifying device 244. That is, the living space of the vehicle 240 is almost the same as the living space when the rectifying device 244 is not provided. Further, since the cross wind resistance acts on the vehicle body 242 at a relatively high position, it acts on the vehicle body 242 at a position relatively away from the center of rotation when the vehicle body 242 is tilted. Accordingly, even if the side wind resistance is relatively small, the side wind resistance acts to effectively prevent the vehicle body 242 from being excessively inclined toward the leeward side.

  DESCRIPTION OF SYMBOLS 10: Vehicle 12: Vehicle body 30: Support device (cross wind countermeasure means, vehicle body tilting device) 40: Electronic control unit (control device) 50: Doppler radar 60: Travel route prediction unit 62: Cross wind prediction unit 80: Vehicle 82: Cross wind information Receiving device (path crosswind information receiving device) 84: Permanent crosswind information detecting device 90: Vehicle 92: Front vehicle crosswind information receiving device 94: Crosswind detector (on-vehicle crosswind information detecting device) 96: Crosswind information transmitting device (on-vehicle crosswind information detecting device) 110): Vehicle 112: Vehicle body 114: Wing plate (cross wind countermeasure means, airflow change dependency countermeasure means, movable body) 118: Blade plate displacement device (cross wind countermeasure means, airflow change dependency countermeasure means) 150: Vehicle 152: Vehicle body 156 : Rectifying plate (cross wind countermeasures, airflow change countermeasures, movable body) 160: Motor (rectifier plate separation) 180: vehicle 182: vehicle body 186: rear part (movable body) 192: driving device (cross wind countermeasure means, airflow change dependence countermeasure means, rear body displacement device) 210: vehicle 212 : Car body 214: Chassis part 216: Shell part (movable body) 222: Drive device (cross wind countermeasure means, airflow change response countermeasure means) 240: Vehicle 242: Car body 248: Rectifier plate (cross wind countermeasure means, airflow change dependence countermeasure means, Movable body) 252: Motor (rectifying plate separating device, crosswind countermeasure, airflow change dependency countermeasure)

Claims (8)

A crosswind countermeasure means for coping with the crosswind while traveling by applying a force against the crosswind to the vehicle body,
A vehicle equipped with a control device for controlling the crosswind countermeasure,
The vehicle, wherein the control device includes a cross wind predicting unit that predicts a cross wind acting on a vehicle body, and controls the cross wind coping means based on the cross wind predicted by the cross wind predicting unit.   The vehicle according to claim 1, wherein the crosswind countermeasure means is a means for preventing an excessive inclination of the vehicle body due to the crosswind. The cross wind countermeasure means
The vehicle according to claim 1 or 2, comprising a vehicle body tilting device that tilts the vehicle body toward the windward side. A crosswind countermeasure means for coping with the crosswind while traveling by applying a force against the crosswind to the vehicle body,
A vehicle equipped with a control device for controlling the crosswind countermeasure,
The crosswind countermeasure means includes airflow change countermeasure means that changes at least one of the airflow flowing on the left side of the vehicle body and the airflow flowing on the right side of the vehicle body, and that acts on the vehicle body to counteract the crosswind based on the change. A vehicle composed of The airflow change dependency handling means is
A wing plate attached to the vehicle body,
The vehicle according to claim 4, further comprising: a blade displacement device that displaces the blade between a position where it projects toward the leeward in a bowl shape at the upper part of the vehicle body and a position where it does not project. The airflow change dependency handling means is
A pair of baffle plates respectively attached along the left and right side surfaces of the vehicle body;
A rectifying plate separating device for displacing a windward one of the pair of rectifying plates to a position separated from the side surface of the vehicle body so as to guide airflow between the pair of rectifying plates and the side surface of the vehicle body. Item 6. The vehicle according to Item 5. The vehicle body has a structure in which the vehicle body bends or bends to the left and right when viewed from above, with the rear portion rotating relative to the front portion of the portion.
The airflow change dependency handling means is
The vehicle according to any one of claims 4 to 6, further comprising a vehicle body rear displacement device that displaces the rear side portion of the vehicle body so that the vehicle body is bent or bent toward the leeward side. The vehicle body is (a) a chassis portion that holds wheels, and (b) a shell portion that is supported by the chassis portion so as to be rotatable with respect to the chassis portion when viewed from above, and functions as an outer shell of the vehicle. Have
The airflow change dependency handling means is
8. The shell portion rotation device for rotating the shell portion with respect to the chassis portion in a direction in which a portion on the front side thereof shifts to the windward side from a portion on the rear side. The vehicle according to any one of the above.

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