Apparatus and method for controlling a positive airway pressure

Abstract

The present application relates to a device and method for controlling an active air flap. The device for controlling an active air flap (AAF) of a vehicle can include a plurality of sensors configured to detect state information of the vehicle, an opening degree controller configured to control an opening degree of the AAF, and a processor configured to determine a target flow rate and a target opening degree of the AAF based on the state information, calculate an initial speed of a wake generated by a preceding vehicle based on vehicle information of the preceding vehicle, obtain a wake speed when the wake reaches the vehicle based on a vehicle speed, an inter-vehicle distance between the vehicle and the preceding vehicle, and the initial speed of the wake, correct the target opening degree based on the wake speed, and adjust the opening degree of the AAF to correspond to the corrected target opening degree.

Description

[0001] Cross-references to related applications

[0002] This application claims priority and benefit to Korean Patent Application No. 10-2021-0046213, filed on April 9, 2021, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present invention relates to an apparatus and method for controlling an active air flap (AAF), and more particularly, to an apparatus and method for controlling the opening degree of an AAF in a vehicle. Background Technology

[0004] An active air intake (AAF) is installed at the location where outside air enters the vehicle (e.g., on the radiator grille side) to actively control the opening (opening amount) and control the airflow (i.e., the amount of cooling air) into the engine compartment side of the vehicle based on the opening of the AAF.

[0005] Currently, AAF (Autonomous Assist) is controlled by referencing factors such as vehicle speed, engine load, cooling temperature, and refrigerant pressure and temperature of the air conditioning system. Here, the reference vehicle speed for AAF control is based on the assumption that the relative speed between the vehicle and the outside air is equal to the vehicle speed if there were no obstacles in front of the vehicle.

[0006] Simultaneously, if a vehicle is traveling close to the vehicle ahead, the relative speed between the vehicle and the outside air decreases due to the wake generated by the preceding vehicle. In this case, for the same AAF opening, the amount of cooling air may also decrease. However, as mentioned above, in conventional AAF control, since the effect of the wake generated by the preceding vehicle is not considered, the AAF opening is insufficient when a vehicle is traveling close to the vehicle ahead, resulting in a reduction in the amount of cooling air. This may lead to an increase in the energy required to cool the powertrain (PT) / power electronics (PE).

[0007] The information disclosed in the background section is intended only to enhance the understanding of the background art, and therefore the information it may contain does not constitute prior art known to those skilled in the art in this country. Summary of the Invention

[0008] The present invention provides an apparatus and method for controlling an active air flap (AAF), which has the advantage of appropriately adjusting the opening of the AAF taking into account the influence of the wake generated by the preceding vehicle.

[0009] An exemplary embodiment of the present invention provides an apparatus for controlling an active air vent (AAF) of a vehicle, comprising: a plurality of sensors, an opening control device, and a processing device; wherein the plurality of sensors are configured to detect vehicle status information; the opening control device is configured to control the opening of the AAF; the processing device is configured to determine a target flow rate and a target opening of the AAF based on the status information, calculate the initial velocity of the wake generated by the preceding vehicle based on the vehicle information of the preceding vehicle, obtain the wake velocity when the wake reaches the vehicle based on the vehicle speed, the distance between the vehicle and the preceding vehicle, and the initial velocity of the wake, correct the target opening based on the wake velocity when the wake reaches the vehicle, and control the opening control device to adjust the opening of the AAF to correspond to the corrected target opening.

[0010] The processing equipment can calculate the initial velocity of the wake based on the vehicle speed, total height, and air drag coefficient of the vehicle in front.

[0011] The device may further include communication equipment, through which the processing equipment can receive the vehicle speed, total height, and air drag coefficient of the vehicle ahead.

[0012] The processing equipment can identify the model of the vehicle in front by capturing images of the vehicle in front using a camera, and use the industry average drag coefficient and total height corresponding to the model of the vehicle in front as the drag coefficient and total height of the vehicle in front.

[0013] Multiple sensors may include distance sensors, and the processing device can obtain the vehicle speed of the vehicle in front based on the inter-vehicle distance between the vehicle and the vehicle in front, as measured by the distance sensors, and the vehicle speed of the vehicle in front.

[0014] The processing equipment can correct the target opening to increase in order to compensate for the reduction in flow rate of the active damper caused by the wake velocity when the wake reaches the vehicle.

[0015] As the wake velocity increases when it reaches the vehicle, the processing equipment can correct the target opening to increase.

[0016] Status information may include: coolant temperature, coolant / refrigerant pressure, and intake air temperature of the air flowing into the engine combustion chamber of the vehicle. The processing equipment can determine the target flow rate and target opening based on the coolant temperature, coolant / refrigerant pressure, and intake air temperature.

[0017] Another embodiment of the present invention provides a method for controlling an active air vent (AAF) of a vehicle, comprising: detecting vehicle status information; determining a target flow rate and a target opening degree of the AAF based on the status information; when a preceding vehicle is detected, calculating the initial velocity of the wake generated by the preceding vehicle based on the vehicle information of the preceding vehicle; obtaining the wake velocity when the wake reaches the vehicle based on the vehicle speed, the inter-vehicle distance between the vehicle and the preceding vehicle, and the initial velocity of the wake; correcting the target opening degree based on the wake velocity when the wake reaches the vehicle; and adjusting the opening degree of the AAF to correspond to the corrected target opening degree.

[0018] The initial velocity of the wake can be calculated based on the speed of the preceding vehicle, its total height, and the drag coefficient.

[0019] The method may further include receiving the vehicle speed, total height, and air drag coefficient of the preceding vehicle.

[0020] The method may further include: identifying the model of the preceding vehicle by using an image of the preceding vehicle captured by a camera, and obtaining the industry average drag coefficient and total height corresponding to the model of the preceding vehicle as the drag coefficient and total height of the preceding vehicle.

[0021] The method may further include obtaining the speed of the vehicle in front based on the distance between the vehicle and the vehicle in front, as well as the vehicle speed of the vehicle in front.

[0022] Correction may include increasing the target opening to compensate for the reduction in AAF flow caused by the wake velocity when the wake reaches the vehicle.

[0023] The target opening can be increased as the wake velocity increases when the wake reaches the vehicle.

[0024] The status information may include: coolant temperature, coolant / refrigerant pressure, and intake air temperature of the air flowing into the engine combustion chamber of the vehicle. The determination of the target flow rate and target opening may include determining the target flow rate and target opening based on the coolant temperature, coolant / refrigerant pressure, and intake air temperature.

[0025] In some embodiments of the invention, the fuel efficiency of the vehicle can be improved by appropriately adjusting the opening of the AAF (Autonomous Aid Assist) taking into account the effect of the wake generated by the preceding vehicle. Attached Figure Description

[0026] Figure 1 The diagram schematically illustrates a device for controlling an active air vent (AAF) of a vehicle according to some embodiments of the present invention.

[0027] Figure 2The V2 distribution used in an apparatus for controlling an AAF (Autonomous Autopilot) of a vehicle according to some embodiments of the present invention is briefly illustrated.

[0028] Figure 3 Examples of the relationship between the initial velocity of the wake, vehicle speed, and air drag coefficient calculated by a device for controlling a vehicle's AAF (Autopilot Airflow) according to some embodiments of the present invention are shown.

[0029] Figure 4 Examples of the relationship between the speed change of the wake over time and the vehicle's total height, speed, and drag coefficient, calculated by a device for controlling a vehicle's AAF, are shown in some embodiments of the present invention.

[0030] Figure 5 The method for controlling the AAF of a vehicle according to some embodiments of the present invention is illustrated schematically.

[0031] Explanation of reference numerals in the attached figures

[0032] 1: Vehicle

[0033] 5: The car in front

[0034] 10: AAF control device

[0035] 11: Coolant Temperature Sensor

[0036] 12: Refrigerant pressure sensor

[0037] 13: Intake air temperature sensor

[0038] 14: Distance sensor

[0039] 15: Vehicle speed sensor

[0040] 16: Communication equipment

[0041] 17: Processing equipment

[0042] 18: Opening control device

[0043] 20: AAF Detailed Implementation

[0044] Hereinafter, with reference to the accompanying drawings, exemplary embodiments disclosed in this specification will be described in detail, but the same or similar reference numerals will be used for the same or similar components, and repeated descriptions thereof will be omitted.

[0045] The suffixes “module” and / or “part” used for constituent elements in the following description are given or used interchangeably for ease of drafting this specification only, and they do not inherently have a distinguishing meaning or function from each other. Furthermore, in describing the exemplary embodiments disclosed in this specification, detailed descriptions of relevant known technologies will be omitted where it is determined that such detailed descriptions might obscure the essential points of the exemplary embodiments disclosed in this specification. Moreover, the accompanying drawings are provided only for the purpose of understanding the exemplary embodiments disclosed in this specification; the technical ideas disclosed in this specification are not limited by the drawings and should be understood to include all modifications, equivalents, and substitutions included within the spirit and scope of the invention.

[0046] Terms including ordinal numbers such as first, second, etc., can be used to describe various constituent elements, but constituent elements are not limited by terms. These terms are only used to distinguish one constituent element from another.

[0047] When describing a component as "connected to" or "coupled to" another component, it can be directly connected or coupled to the other component, but it should be understood that there is another component between them. Similarly, when describing a component as "directly connected to" or "directly coupled to" another component, it should be understood that there are no other components between them.

[0048] In this application, terms such as “comprising” or “having” are intended to indicate the presence of features, numbers, steps, operations, constituent elements, components or combinations thereof described in the specification, and it should be understood that these terms do not preclude the possibility of the presence or addition of one or more other features or numbers, steps, operations, constituent elements, components or combinations thereof.

[0049] Furthermore, the terms “part,” “group,” “module,” and “device” used in the specification refer to a unit that performs at least one function or operation, which can be implemented as hardware or software or a combination of hardware and software.

[0050] Figure 1 The diagram schematically illustrates an apparatus for controlling an active air vent (AAF) of a vehicle according to some embodiments of the present invention.

[0051] refer to Figure 1 The device 10 for controlling AAF may include: a coolant temperature sensor 11, a refrigerant pressure sensor 12, an intake air temperature sensor 13, a distance sensor 14, a vehicle speed sensor 15, a communication device 16, a processing device 17, and an opening control device 18.

[0052] The coolant temperature sensor 11 can detect the temperature of the coolant used to cool the engine (not shown) of vehicle 1. The coolant temperature sensor 11 may include, for example, a resistance sensor located in the coolant passage and measuring the coolant temperature.

[0053] The refrigerant pressure sensor 12 can detect the coolant / refrigerant pressure flowing into the engine compartment of vehicle 1. The refrigerant pressure sensor 12 may include, for example, a pressure sensor located in a high-pressure line for the coolant / refrigerant flowing into the engine compartment and measuring the coolant / refrigerant pressure.

[0054] The intake air temperature sensor 13 can detect the temperature of the air flowing into the combustion chamber of the engine of the vehicle 1. The intake air temperature sensor 13 may include, for example, a resistance sensor located in the intake manifold and measuring the temperature of the air flowing into the combustion chamber of the engine.

[0055] Distance sensor 14 can detect the distance between vehicle 1 and objects outside vehicle 1. Distance sensor 14 may include, for example, a radar sensor located in front of vehicle 1 and measuring the distance between vehicle 1 and a preceding vehicle 5.

[0056] The vehicle speed sensor 15 can detect the current speed of the vehicle 1. The vehicle speed sensor 15 may include, for example, a rotational speed sensor mounted on the drive wheel (not shown) of the vehicle 1.

[0057] Communication device 16 can perform vehicle-to-vehicle (V2V) communication, i.e., wireless communication with another vehicle located within a short distance relative to vehicle 1. Communication device 16 can communicate with the other vehicle using cellular communication protocols, such as at least one of 5G, LTE, LTE-A, CDMA, WCDMA, UMTS, WiBro, or GSM. Communication device 16 can also communicate with the other vehicle using short-range wireless communication, such as at least one of Wi-Fi, Bluetooth, or NFC.

[0058] The processing device 17 can process and control the overall operation of the device 10 used to control the AAF.

[0059] The processing device 17 can determine the target opening degree (opening amount) of the AAF 20 based on at least one of the vehicle 1's status information (vehicle speed information, coolant temperature information, coolant / refrigerant pressure information, intake air temperature information, or vehicle engine load information). For example, the processing device 17 can compare the coolant temperature information measured by the coolant temperature sensor 11, the coolant / refrigerant pressure information measured by the refrigerant pressure sensor 12, and the intake air temperature information measured by the intake air temperature sensor 13 with thresholds set for the corresponding parameters (coolant temperature, coolant / refrigerant pressure, and intake air temperature), and determine the target flow rate and corresponding target opening degree of the AAF 20 based on the comparison results. Furthermore, the processing device 17 can utilize various known techniques for determining the target opening degree of the AAF 20 to determine the target opening degree of the AAF 20.

[0060] The processing device 17 can correct the target opening of the AAF 20 based on the vehicle speed information of vehicle 1, the distance between vehicle 1 and the preceding vehicle 5, the speed information of the preceding vehicle 5, the air drag coefficient Cd, and the total height information. That is, the processing device 17 can calculate the initial velocity and the velocity change over time of the wake generated by the preceding vehicle 5 based on the speed information of the preceding vehicle 5, the air drag coefficient Cd, and the total height information; obtain the time taken for the wake generated by the preceding vehicle 5 to reach vehicle 1 and the wake velocity information at the time of arrival based on the vehicle speed information of vehicle 1 and the distance between vehicle 1 and the preceding vehicle 5; and correct the target opening of the AAF 20 based on this information.

[0061] Here, the distance information between vehicle 1 and the preceding vehicle 5 can be obtained through the distance sensor 14 mentioned above. Furthermore, the speed information of the preceding vehicle 5 can be obtained based on the distance between the vehicles measured by the distance sensor 14 and the speed information of vehicle 1, or the speed information of the preceding vehicle 5 can be received from the preceding vehicle 5 through the communication device 16. Additionally, at least one of the following information can be received from the preceding vehicle 5 through the communication device 16: the speed information, drag coefficient Cd, and total height information of the preceding vehicle 5. When information (drag coefficient Cd and total height) of the preceding vehicle 5 is not successfully received from the preceding vehicle 5, the processing device 17 can identify the model of the preceding vehicle 5 through an image captured by a camera (not shown), and use the industry average drag coefficient Cd and total height information of the identified model as the drag coefficient Cd and total height information of the preceding vehicle 5.

[0062] The impact of the wake generated by the preceding vehicle 5 on vehicle 1 can be simplified and estimated as follows.

[0063] First, the air resistance F (N) of the front vehicle 5 can be calculated according to Equation 1 below.

[0064] [Equation 1]

[0065] F(N)=0.5×ρ×Cd×Af×Vx 2

[0066] Here, ρ represents the air density around the vehicle, Cd represents the vehicle's drag coefficient, Af represents the vehicle's front projected area (i.e., the front area of ​​the vehicle), and Vx represents the vehicle's relative speed to the air. Equation 1 above shows the air resistance in still air (i.e., when the wind speed is 0).

[0067] Equation 1 shown above can be expressed as Equation 2 below.

[0068] [Equation 2]

[0069] F(N)=Af×(P1-P2)

[0070] In Equation 2 above, P1 and P2 can be expressed by Bernoulli's equation as Equation 3 below.

[0071] [Equation 3]

[0072] P1 ≒ Atmospheric pressure + 0.5 × ρ × ∫V1 2 dA / A

[0073] P2 ≒ Atmospheric pressure + 0.5 × ρ × ∫V2 2 dA / A

[0074] Here, V1 represents the relative speed of the air with respect to the vehicle in front of the vehicle, and V2 represents the relative speed of the air with respect to the vehicle behind the vehicle.

[0075] Meanwhile, in some embodiments of the present invention, in order to model the airflow around the vehicle with a simpler model, it is assumed that the area in front of the vehicle is Af = A × C (where A represents the total height of the vehicle and C represents the total width of the vehicle), and the three-dimensional V² distribution, which is complexly represented according to the shape of the vehicle, is simplified to a two-dimensional V² distribution, such as... Figure 2 As shown.

[0076] refer to Figure 2 The minimum relative velocity V2 of the air passing the vehicle, V2min, is V2min = V2 - D (in this case, D represents the maximum initial velocity of the wake). The wake velocity D gradually decreases towards the boundary of A, reaching 0 at the boundary of A. Figure 2 In order to simplify the V² distribution, the point where V² is minimum, i.e., the point where the initial velocity D of the wake is maximum, is defined as the median point A / 2 of the total vehicle height A. Referring to this, the V² distribution in the x-direction can be simplified to the following equation 4.

[0077] [Equation 4]

[0078] f(x)=(V2-D)-2D / A×x

[0079] In Equation 4 above, x represents the vertical vector relative to the point where V2 is V2min (i.e., the midpoint A / 2 of the total vehicle height A). (Reference) Figure 2 Equation 2, shown above, can be simplified to Equation 5 below, along with Equation 4.

[0080] [Equation 5]

[0081] F(N)=0.5×ρ×Cd×A×C×Vx 2 =A×C×0.5×ρ×(∫V1) 2 dA / A-∫V2 2 dA / A)=A×C×0.5×ρ×(V1 2 -2×∫(f(x)) 2 dx / A)

[0082] In Equation 5 above, by calculating the integration range [0, A / 2], ∫V2 2 dA / A can be expressed as 2×∫(f(x)) 2 dx / A.

[0083] Furthermore, in Equation 5 above, ∫(f(x)) 2 It can also be expanded into Equation 6 below.

[0084] [Equation 6]

[0085] ∫(f(x)) 2 dx=∫((V2-D)-2D / A×x) 2 dx=∫(EF×x) 2 dx

[0086] =∫(E 2 -2×E×F×x+F 2 ×x 2 )dx

[0087] =1 / 3×F 2 ×x 3 -E×F×x 2 +E 2 ×x + constant

[0088] =1 / 3×F 2 ×A / 2 3 -E×F×A / 2 2 +E 2 ×A / 2 (integration is performed by applying the integration range [0, A / 2] to x)

[0089] Therefore, in equation 5 above, 2×∫(f(x)) 2 dx / A can be expressed by the following equation 7.

[0090] [Equation 7]

[0091] 2×∫f(x) 2 dx / A=∫(f(x)) 2 dx×2 / A

[0092] =1 / 3×F 2 ×A / 2 2 -E×F×A / 2+E 2

[0093] =D 2 / 3+2×D×V2-2×D 2 +D 2 -2×D×V²+(V²) 2

[0094] = -2 / 3 × D 2 +(V2) 2

[0095] exist Figure 2 In the V2 distribution, since the vehicle speed Vx is V1 when there is no wind, and V2 = V1 at the boundary A, based on this, Equation 5 above can be simplified to Equation 8 below by applying Equation 7 to Equation 5.

[0096] [Equation 8]

[0097] Cd×(Vx) 2 =2 / 3×D 2

[0098] Furthermore, equation 9 can be derived from equation 8 above.

[0099] [Equation 9]

[0100] D = (3 / 2 × Cd × (Vx)) 2 ) 1 / 2

[0101] Referring to Equation 9 above, the initial maximum speed D of the wake can be simplified to an equation relating the vehicle's drag coefficient Cd and its speed Vx.

[0102] Figure 3 An example is shown illustrating the relationship between the initial maximum velocity D of the wake, the vehicle speed, and the drag coefficient Cd, based on Equation 9 above. (Reference) Figure 3 The initial maximum speed D of the wake can increase with the increase of vehicle speed and air drag coefficient Cd.

[0103] The minimum speed of V2, V2min = V1 - D, is the relative airflow speed relative to the vehicle. If there is no air resistance, D = 0, indicating no difference in airflow speed between the front and rear of the vehicle. Therefore, D can be considered the maximum initial speed of the airflow (wake) instantaneously generated in the direction of the vehicle's travel when observed from behind any vehicle other than the vehicle itself. When considering only the airflow without considering the relative speed with respect to the vehicle, the initial absolute speed of the airflow behind the vehicle can be expressed as "(+)D" relative to the vehicle's direction of travel. However, when the airflow speed affects the following vehicle, the initial absolute speed can be considered as "(-)D" because the speed of the traveling air relative to the following vehicle is reduced by "D".

[0104] Simultaneously, the wake generated with an initial velocity of "D" can be dissipated by the shear friction force generated by viscosity and converge to a velocity of 0, i.e., the stagnant air state at the boundary of A. In Newtonian fluids, this can be expressed as: Friction force Ff = viscosity coefficient / area × velocity difference / length. (Reference) Figure 2 The wake can be simplified to a shear flow, where the velocity difference is D (initial velocity D and final velocity 0). Figure 2 The distance traveled from the point where the wake has its initial maximum velocity (i.e., the point at V2min) to the boundary A where the air velocity is 0 (since the original air is stagnant in the absence of vehicle influence) is A / 2. Furthermore, since the frictional force Ff = ma and the air mass m = area × air density, the initial deceleration of the wake (the deceleration at which the wake D is generated) can be approximately obtained using the frictional force formula for Newtonian fluids described above, as shown in Equation 10 below.

[0105] [Equation 10]

[0106] Deceleration a = viscosity coefficient / air density × D × 2 / A

[0107] In Equation 10 above, since viscosity coefficient / air density = dynamic viscosity coefficient, D represents the initial air velocity at which the wake is generated, i.e., the initial velocity V of the wake, and the deceleration a = -dV / dt, Equation 10 is a = -dV / dt = 2 × dynamic viscosity coefficient / A × V. If we simplify it to a simple differential equation with initial velocity D, where V represents a function of time t, and if t = 0, V = D, then the wake velocity with respect to time t can be expressed by Equation 11 below.

[0108] [Equation 11]

[0109] V(t) = D + 1 - e (动态粘性系数 / A / dL×t)

[0110] In Equation 11, dL can be physically viewed as a concept similar to Prandtl's turbulent mixing distance, and approximate experimental values ​​can be used to predict the velocity decay over time. Therefore, the change of wake velocity with time t can be simplified to a function determined by the initial wake velocity D and the total height A of the vehicle.

[0111] Figure 4 An example is shown illustrating the relationship between the wake velocity over time, based on Equation 11, and the vehicle's overall height A, vehicle speed Vx, and drag coefficient Cd. (Reference) Figure 4 The initial velocity D of the wake increases with the increase of the air drag coefficient Cd and the increase of the total vehicle height A. Therefore, the duration of the wake can also be extended with the increase of the air drag coefficient Cd and the increase of the total vehicle height A.

[0112] Meanwhile, if the distance between vehicle 1 and the preceding vehicle 5 is L, and the speed of vehicle 1 is Vr, then the time t taken for vehicle 1 to reach the wake of the preceding vehicle 5 (i.e., the time taken for the wake to reach the following vehicle 1) can be expressed as L / Vr. Furthermore, when the time t taken for the wake to reach vehicle 1 is calculated as described above, the wake velocity Da when the wake reaches vehicle 1 can be calculated by substituting time t into Equation 11 above.

[0113] As described above, when calculating the wake velocity Da of the wake generated by the preceding vehicle 5 when it reaches the vehicle 1, the processing device 17 can correct the target opening of the AAF 20 based on the wake velocity Da.

[0114] First, when the AAF 20 is controlled with the target opening Aa initially calculated as shown in Equation 13 below, the processing device 17 can calculate the air volume Va' (air flow rate flowing in through the opening of the AAF 20) of the AAF 20 based on the initially calculated target opening Aa of the AAF 20, the current vehicle speed V of the vehicle 1, and the wake velocity Da of the wake of the preceding vehicle 5 when it reaches the vehicle 1.

[0115] [Equation 12]

[0116] Va' = (V - Da) × Cf(Aa)

[0117] In Equation 12 above, Cf represents the air volume coefficient, and Cf(Aa) represents the airflow (or air volume) passing through the opening of AAF 20 simultaneously. Its value can vary depending on the opening Aa of AAF 20. Furthermore, in Equation 12 above, V-Da represents the air inflow velocity altered by the wake effect. Referring to Equation 12 above, when AAF 20 is controlled with the initially calculated target opening Aa, the air volume Va' of AAF 20 can be reduced compared to the original target air volume Va. Therefore, to correct the air volume Va' and obtain the desired target air volume Va = V × Cf(Aa), Cf(Aa') corresponding to the corrected opening (Aa') can be obtained as shown in Equation 13 below.

[0118] [Equation 13]

[0119] V×Cf(Aa)=(V-Da)×Cf(Aa')

[0120] Cf(Aa')=(V / (V-Da))×Cf(Aa)

[0121] When Cf(Aa') is determined by Equation 13 above, the processing device 17 can obtain the opening information of AAF 20 corresponding to Cf(Aa') through a predetermined Cf mapping, and set the opening information as the final target opening of AAF 20.

[0122] In some embodiments of the present invention, for each opening of AAF 20, the airflow Cf(Aa) simultaneously passing through the opening of AAF 20 can be obtained through experiments in the pre-testing phase of vehicle 1, or for each opening of AAF 20, the airflow simultaneously passing through the opening of AAF 20 can be obtained through simulation, and the values ​​obtained as described above can be prepared in tabular form to generate a Cf mapping. The Cf(Aa) value of the opening Aa of AAF 20 according to Equation 12 above can be obtained through the Cf mapping generated as described above, or the opening Aa' corresponding to Cf(Aa') can also be obtained through Equation 13 above.

[0123] When the final target opening Aa' is determined through the above process, the processing device 17 can control the opening control device 18 to control the opening of AAF 20 based on the final target opening Aa'. That is, the opening control device 18 can receive information about the final target opening Aa' or the corresponding control signal from the processing device 17, and control AAF 20 so that the opening of AAF 20 is the final target opening Aa'.

[0124] Figure 5 The method for controlling the AAF of a vehicle according to some embodiments of the present invention is illustrated schematically. Figure 5 The methods for controlling AAF can be found in the above reference. Figure 1 The device 10 described for controlling AAF is executed.

[0125] refer to Figure 5 The device 10 for controlling AAF can determine the target flow rate and corresponding target opening degree (opening amount) of AAF 20 based on at least one of the vehicle 1's state information (vehicle speed information, coolant temperature information, coolant / refrigerant pressure information, intake air temperature information, or vehicle engine load information) (S10). For example, the device 10 for controlling AAF can compare the coolant temperature information measured by the coolant temperature sensor 11, the coolant / refrigerant pressure information measured by the refrigerant pressure sensor 12, and the intake air temperature information measured by the intake air temperature sensor 13 with thresholds set for the corresponding parameters (coolant temperature, coolant / refrigerant pressure, and intake air temperature), and determine the target flow rate and corresponding target opening degree of AAF 20 based on the comparison result.

[0126] Subsequently, the device 10 for controlling AAF can identify whether there is a preceding vehicle traveling within a predetermined distance (S11), and when there is a preceding vehicle, calculate the initial velocity D of the wake generated by the preceding vehicle (S12).

[0127] In step S11 above, the device 10 for controlling AAF can identify the presence of the vehicle in front by using the distance sensor 14 or a camera (not shown).

[0128] In step S12 above, the device 10 for controlling AAF can calculate the initial velocity D of the wake generated by the preceding vehicle 5 based on the vehicle speed information, drag coefficient Cd, and total height information A of the preceding vehicle 5 (see Equation 9 above). Here, the device 10 for controlling AAF can receive at least one of the vehicle speed information, drag coefficient Cd, or total height information of the preceding vehicle 5. When it is not successful to receive information (drag coefficient Cd and total height) from the preceding vehicle 5, the processing device 17 can identify the vehicle type of the preceding vehicle 5 by using an image of the preceding vehicle 5 captured by a camera (not shown), and use the industry average drag coefficient Cd and total height information of the identified vehicle type as the drag coefficient Cd and total height information A of the preceding vehicle 5.

[0129] When the initial velocity D of the wake generated by the preceding vehicle 5 is calculated through step S12 above, the device 10 for controlling AAF can calculate the time (t = L / Vr) for the wake generated by the preceding vehicle 5 to reach vehicle 1 based on the vehicle distance L between the preceding vehicle 5 and vehicle 1 and the current vehicle speed Vr of vehicle 1 (S13). Furthermore, based on the time t for the wake to reach vehicle 1, the device 10 for controlling AAF can calculate the velocity Da when the wake reaches vehicle 1 (S14).

[0130] In step S14 above, the device 10 for controlling AAF can calculate the wake velocity of the wake generated by the front vehicle 5 when it reaches the vehicle 1 based on the initial velocity D of the wake, the total height A of the front vehicle 5, and the time t taken for the wake to reach the vehicle 1 as calculated in step S13 (see Equation 11).

[0131] The device 10 for controlling AAF (obtaining the speed Da of the wake when it arrives at vehicle 1 in step S14 above) confirms whether the corresponding speed Da is greater than 0 (S15). That is, the device 10 for controlling AAF confirms whether the wake dissipates before arriving at vehicle 1.

[0132] In step S15, if it is confirmed that the wake will arrive at vehicle 1 at a predetermined speed (Da>0), the device 10 for controlling AAF can correct the target opening of AAF 20 based on the speed Da of the wake when it arrives at vehicle 1 calculated in step S14 (S16).

[0133] When affected by the wake generated by the preceding vehicle 5, if the opening of AAF 20 is controlled according to the target opening Aa initially calculated in step S10, the air volume of AAF 20 may decrease compared to the original target air volume. Therefore, in step S16, in order to compensate for the reduced air volume of AAF 20 due to the wake, the device 10 for controlling AAF can correct the target opening of AAF 20 to increase as the speed Da of the wake when it reaches vehicle 1 increases.

[0134] When the final target opening degree of AAF 20 is determined through the above steps S10 to S16, the device 10 for controlling AAF can actively control the opening degree of AAF 20, i.e. the opening amount (S17).

[0135] As described above, when vehicle 1 enters the wake section generated by the preceding vehicle 5, the amount of cooling air flowing into AAF 20 is reduced compared to the target flow rate due to the wake effect. As a result, the cooling performance of the cooling air deteriorates, leading to additional cooling power input. In some embodiments of the present invention, to solve this problem, the effect of the wake on the airflow into AAF 20 is calculated, and the opening of AAF 20 is adjusted to compensate for the reduced airflow due to the wake, thereby preventing additional cooling power input and improving the fuel efficiency of vehicle 1.

[0136] refer to Figure 4 As an example, with an air drag coefficient Cd of 0.3, a total height A of 1.5 meters, and a travel speed of 100 kph, the wake generated by the preceding vehicle 5 can have an initial velocity of approximately 44 kph (see Equation 9). Furthermore, when the following vehicle 1, traveling at 100 kph, follows the preceding vehicle 5 at an interval of 180 m, it takes approximately 6.5 seconds for the following vehicle 1 to reach the wake generated by the preceding vehicle 5. The wake generated by the preceding vehicle 5, with an initial velocity of approximately 44 kph, decreases to approximately 17 kph after the 6.5 seconds it takes to reach the following vehicle 1 (see Equation 11). Therefore, for the same AAF opening, due to the wake effect described above, the amount of cooling air flowing into AAF 20 can be reduced by approximately 17% compared to the case without a wake (the airflow velocity into AAF 20 is 100 kph - 17 kph = 83 kph) (see Equation 12). While the amount of cooling air lost due to the wake may vary in typical vehicle radiators depending on the coolant flow rate, a 17% reduction in cooling air volume results in a roughly 7-10% decrease in heat dissipation. To compensate for this, methods can be used to increase the coolant flow rate, and additional power can be employed to do so. In some embodiments of the invention, by controlling the opening of the AAF 20 to compensate for the reduced cooling air volume due to the wake, the input of additional cooling power can be reduced, thereby improving the vehicle's fuel efficiency.

[0137] Some embodiments of the present invention provide a method for controlling the automatic emergency braking (AAF) of a vehicle that can be executed by software. When this method is executed by software, the constituent elements of the present invention are code segments that perform the necessary work. The program or code segment can be stored in a processor-readable medium or transmitted in a communication network via a transmission medium connected to a carrier wave or computer data signals.

[0138] Computer-readable recording media are any data storage devices capable of storing data that can be read by a computer system. Examples of computer-readable recording media include read-only memory (ROM), random access memory (RAM), CD-ROM, DVD_ROM, DVD_RAM, magnetic tape, floppy disk, hard disk, optical data storage devices, etc. Computer-readable recording media can also be distributed via network-connected computer devices, thereby storing and executing computer-readable code in a distributed manner.

[0139] The accompanying drawings and the detailed description of the invention described above are merely examples of the invention and are used only to describe it, not to limit the meaning and scope of the invention as described in the claims. Therefore, those skilled in the art can readily select and substitute them. Furthermore, those skilled in the art can omit some components described in this specification without reducing performance, or can add components to improve performance. Moreover, those skilled in the art can change the order of the steps of the method described in this specification depending on the processing environment or equipment. Therefore, the scope of the invention should be determined by the claims and their equivalents, rather than by the described embodiments of the invention.

Claims

1. A device for controlling an active damper of a vehicle, the device comprising: Multiple sensors configured to detect vehicle status information; An opening controller, configured to control the opening of an active damper; as well as The processor, configured as follows: The target flow rate and target opening degree of the active damper are determined based on the aforementioned status information; Calculate the initial velocity of the wake generated by the vehicle in front of the vehicle based on the vehicle information of the vehicle in front of the vehicle; The wake velocity when the wake reaches the vehicle is obtained based on the vehicle speed, the distance between the vehicle and the vehicle in front, and the initial velocity of the wake. The target opening is corrected based on the wake velocity when the wake reaches the vehicle; The control opening controller adjusts the opening of the active damper to correspond to the corrected target opening.

2. The device for controlling an active damper of a vehicle according to claim 1, wherein, The processor is further configured as follows: The initial velocity of the wake is calculated based on the speed of the vehicle ahead, its overall height, and its drag coefficient.

3. The device for controlling an active damper of a vehicle according to claim 2, further comprising: Communication equipment; The processor is further configured to receive the vehicle speed, total height, and air resistance coefficient of the vehicle in front via the communication device.

4. The device for controlling an active damper of a vehicle according to claim 2, wherein, The processor is further configured as follows: Identify the model of the vehicle in front by using images of the vehicle in front captured by a camera; The drag coefficient and total height of the preceding vehicle are used as the industry average for the vehicle model.

5. The device for controlling an active damper of a vehicle according to claim 2, wherein: The plurality of sensors includes a distance sensor; The processor is further configured to obtain the vehicle speed of the vehicle in front based on the vehicle speed of the vehicle and the inter-vehicle distance between the vehicle and the vehicle in front as measured by the distance sensor.

6. The device for controlling an active damper of a vehicle according to claim 1, wherein, The processor is further configured as follows: Increase the target opening to compensate for the reduction in flow rate of the active damper caused by the wake velocity when the wake reaches the vehicle.

7. The device for controlling an active damper of a vehicle according to claim 6, wherein, The processor is further configured as follows: The target opening is increased as the wake velocity increases when it reaches the vehicle.

8. The device for controlling an active damper of a vehicle according to claim 1, wherein: The status information includes: coolant temperature, coolant / refrigerant pressure, and intake air temperature of the air flowing into the engine combustion chamber of the vehicle. The processor is further configured to determine the target flow rate and target opening degree based on the cooling water temperature, coolant / refrigerant pressure, and intake air temperature.

9. A method for controlling an active damper in a vehicle, the method comprising: The vehicle's status information is detected through multiple sensors; Based on the status information, the processor determines the target flow rate and target opening of the active damper. When a vehicle is detected ahead, the processor calculates the initial velocity of the wake generated by the vehicle ahead based on the vehicle information of the vehicle ahead. Based on the vehicle speed, the distance between the vehicle and the vehicle in front, and the initial speed of the wake, the processor obtains the wake speed when the wake reaches the vehicle. The target opening is corrected by the processor based on the wake velocity when the wake reaches the vehicle. The processor adjusts the opening of the active damper to correspond to the corrected target opening.

10. The method according to claim 9, wherein, The calculation of the initial velocity of the wake includes: The initial velocity of the wake is calculated based on the speed of the vehicle ahead, its overall height, and its drag coefficient.

11. The method of claim 10, further comprising: Receive the vehicle speed, total height, and air drag coefficient of the vehicle in front.

12. The method of claim 10, further comprising: Identify the model of the vehicle in front by using images of the vehicle in front captured by a camera; Obtain the industry average drag coefficient and total height corresponding to the model of the preceding vehicle as the drag coefficient and total height of the preceding vehicle.

13. The method of claim 10, further comprising: The speed of the vehicle in front is obtained based on the vehicle's speed and the distance between the vehicle and the vehicle in front.

14. The method according to claim 9, wherein, The correction of the target opening includes: Increase the target opening to compensate for the reduction in flow rate of the active damper caused by the wake velocity when the wake reaches the vehicle.

15. The method according to claim 14, wherein, The increase in target opening includes: The target opening is increased as the wake velocity increases when it reaches the vehicle.

16. The method of claim 14, wherein: The status information includes: coolant temperature, coolant / refrigerant pressure, and intake air temperature of the air flowing into the engine combustion chamber of the vehicle. Determining the target flow rate and target opening degree involves: determining the target flow rate and target opening degree based on the cooling water temperature, coolant / refrigerant pressure, and intake air temperature.

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