Vehicle control method and device, vehicle and storage medium

Abstract

The application provides a vehicle control method and device, a vehicle and a storage medium. The method is applied to the field of vehicles and includes the following steps: when a spoiler of a vehicle is in an automatic control mode, obtaining a driving speed and a rear tire pressure of the vehicle, determining a rear wheel calibrated tire pressure corresponding to the driving speed, determining a spoiler deployment angle based on the rear tire pressure, the rear wheel calibrated tire pressure and the driving speed, and controlling the spoiler to deploy at the spoiler deployment angle. In this way, whether the spoiler needs to be turned on to provide more downward pressure is comprehensively judged in combination with the rear tire pressure and the driving speed of the vehicle, so that the spoiler is more accurately controlled, the turning on of the spoiler is reasonably controlled, the driving safety of the vehicle is improved, and the power consumption of the vehicle is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to vehicle control methods, devices, vehicles, and storage media. Background Technology

[0002] The primary function of an electric rear wing on a vehicle is to improve its performance and stability by adjusting the aerodynamic characteristics of the rear. Deploying the wing at high speeds provides significant downforce, increasing the vehicle's grip. However, deploying the wing when additional downforce is not needed results in greater wind resistance and downforce, requiring more power to propel the car, increasing power consumption, and reducing its driving range.

[0003] Therefore, how to better control the tail wing has become an urgent problem to be solved. Summary of the Invention

[0004] This application provides a vehicle control method, apparatus, vehicle, and storage medium, aiming to more accurately control the rear wing to ensure stable vehicle operation, while reducing vehicle power consumption and increasing vehicle range. The technical solution is as follows:

[0005] Firstly, embodiments of this specification provide a vehicle control method, including:

[0006] When the vehicle's rear wing is in automatic control mode, the vehicle's speed and rear tire pressure are acquired.

[0007] Determine the rear wheel tire pressure corresponding to the driving speed;

[0008] The tail wing deployment angle is determined based on the rear tire pressure, the rear wheel calibrated tire pressure, and the driving speed, and the tail wing is controlled to deploy at the tail wing deployment angle.

[0009] Secondly, embodiments of this specification provide a vehicle control device, including:

[0010] The acquisition module is used to acquire the vehicle's speed and rear tire pressure when the vehicle's rear wing is in automatic control mode.

[0011] The calibration data determination module is used to determine the rear wheel calibration tire pressure corresponding to the driving speed;

[0012] The deployment angle determination module is used to determine the tail wing deployment angle based on the rear tire pressure, the rear wheel calibrated tire pressure and the driving speed, and control the tail wing to deploy at the tail wing deployment angle.

[0013] Thirdly, embodiments of this specification provide a vehicle, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the steps of the method described above.

[0014] Fourthly, embodiments of this specification provide a computer-readable storage medium storing a computer program that, when executed, performs the steps of the method described above.

[0015] In the embodiments of this specification, when the vehicle's rear wing is in automatic control mode, the vehicle's speed and rear tire pressure are acquired, the corresponding rear tire pressure is determined, and the rear wing deployment angle is determined based on this rear tire pressure, the rear tire pressure, and the speed. This deployment angle is then used to control the rear wing deployment. This method combines the vehicle's rear tire pressure and speed to comprehensively determine whether the rear wing needs to be deployed to provide more downforce, allowing for more accurate control of the rear wing. By rationally controlling the deployment of the rear wing, vehicle driving safety is improved, and the vehicle's power consumption is reduced. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the architecture of a vehicle control method provided in the embodiments of this specification;

[0017] Figure 2 This is a schematic flowchart of a vehicle control method provided in the embodiments of this specification;

[0018] Figure 3 This is a schematic flowchart of a vehicle control method provided in the embodiments of this specification;

[0019] Figure 4 This specification provides a schematic flowchart of a vehicle control method.

[0020] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in the embodiments of this specification;

[0021] Figure 6 This is a schematic diagram of the structure of a vehicle control device provided in the embodiments of this specification;

[0022] Figure 7 This is a structural schematic diagram of a vehicle provided in the embodiments of this specification. Detailed Implementation

[0023] The technical solutions in this application will now be described clearly and in detail with reference to the accompanying drawings. In the description of the embodiments in this specification, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments in this specification, "multiple" refers to two or more than two.

[0024] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0025] In related technologies, the deployment angle of the rear wing can be controlled according to the vehicle's speed during operation, thereby providing downforce to ensure safety at high speeds. However, relying solely on vehicle speed to determine whether downforce is needed does not objectively reflect the true state of whether downforce is required during vehicle operation. Deploying the rear wing when no additional downforce is needed would result in greater wind resistance and additional downforce, requiring more power to drive the vehicle and increasing its power consumption.

[0026] Based on the above, this specification provides an embodiment of a vehicle control method, which can be found in the following examples. Figure 1 , Figure 1 This is a schematic diagram of the architecture of a vehicle control method provided in the embodiments of this specification.

[0027] For example, such as Figure 1 As shown, during the driving of vehicle 101, when the rear wing 1012 is in automatic control mode, ECU 1011 obtains the rear tire pressure collected by tire pressure sensor 1013, ECU 1012 obtains the wheel speed from wheel speed sensor 1012, and then processes it to obtain the vehicle's driving speed. ECU 1011 determines the corresponding calibrated tire pressure based on the driving speed, and then determines the rear wing deployment angle of rear wing 1012 based on the calibrated tire pressure, driving speed and rear tire pressure. ECU 1011 controls the rear wing 1012 to deploy to the specified rear wing deployment angle.

[0028] Understandably, tire pressure is usually stable, but when downforce is applied to the rear tires, it increases their pressure. Therefore, the main factor causing changes in rear tire pressure is external force. Rear tire pressure can be used to help determine whether a rear wing needs to be deployed to provide additional downforce. If the rear tire pressure indicator has reached the rated pressure for deploying the rear wing at the current driving speed, it means that the vehicle's design or other factors are already providing sufficient downforce to the rear tires, and the wing does not need to be deployed. If the rear tire pressure has not reached the rated pressure for deploying the wing at the current driving speed, then the wing needs to be deployed. By combining driving speed and rear tire pressure, it is possible to more accurately determine whether the vehicle needs to deploy the wing, achieving more precise control over the wing. Reasonable control of the wing's opening and closing improves the vehicle's aerodynamic performance, ensures driving safety, and reduces the car's power consumption.

[0029] The vehicle control method provided in this specification will be described in detail below with reference to specific embodiments.

[0030] Figure 2 This is a schematic flowchart illustrating a vehicle control method provided in an embodiment of this specification. It should be understood that this method can be applied to... Figure 1 Specifically, the electronic control unit (ECU) in vehicle 101 can be applied to vehicle 101.

[0031] like Figure 2 As shown, the method in the embodiments of this specification may include the following steps S101-S103.

[0032] S101, when the vehicle's rear wing is in automatic control mode, acquire the vehicle's driving speed and rear tire pressure;

[0033] In one embodiment, the vehicle may be equipped with an electric rear wing, referred to as the rear wing in the following description and embodiments. The driver can control the opening, closing, and angle of the electric rear wing through either manual or automatic control mode. Manual control mode refers to controlling the rear wing by receiving control commands from the driver. Automatic control mode refers to the vehicle control system automatically generating control commands to control the rear wing based on the actual vehicle conditions. If the user selects automatic control mode, the vehicle's speed and rear tire pressure can be obtained to achieve automatic control of the rear wing.

[0034] S102, determine the rear wheel calibration tire pressure corresponding to the driving speed;

[0035] In one embodiment, the appropriate rear wing deployment angle can be pre-calibrated under standard tire pressure conditions, for example, at vehicle speeds of 50 km / h to 120 km / h. For instance, the rear wing deployment angle corresponding to 50 km / h to 70 km / h is the first angle, 70 km / h to 100 km / h is the second angle, and 100 km / h to 120 km / h is the third angle. The standard tire pressure and the calibrated tire pressure corresponding to the deployment of the rear wing at each vehicle speed under standard load conditions are recorded, wherein the third angle is greater than the second angle, which is greater than the first angle. Standard load conditions can be selected vehicle unloaded states, fully loaded states, or other vehicle load states of interest. After obtaining the vehicle's speed, the pre-calibrated rear wheel tire pressure can be determined based on the vehicle's load conditions. For example, when the vehicle is fully loaded and the speed is 70km / h, the rear tire pressure is 2.4bar after the rear spoiler is opened. When the driving speed is 70km / h, the corresponding tire pressure of 2.4bar is obtained and compared with the current rear tire pressure of 2.39bar to obtain the comparison result.

[0036] S103, determine the tail wing deployment angle based on the rear tire pressure, the rear wheel calibrated tire pressure and the driving speed, and control the tail wing to deploy at the tail wing deployment angle.

[0037] In one embodiment, the rear tire pressure is compared with the rated rear tire pressure to obtain a comparison result. The tail wing deployment angle is determined based on the comparison result and the driving speed. For example, the comparison result may be that the rear tire pressure is less than the rated rear tire pressure. Further, the comparison result may also include the difference between the rear tire pressure and the rated rear tire pressure. The rated tail wing deployment angle corresponding to the rated rear tire pressure at that driving speed is obtained, and the tail wing deployment result is determined based on the rated tail wing deployment angle and the comparison result.

[0038] In one feasible implementation, if the comparison result shows that the rear tire pressure is less than the rear tire pressure, the tail wing deployment angle can be determined as the calibrated tail wing deployment angle.

[0039] In another feasible implementation, if the comparison result shows that the rear tire pressure is less than the rear wheel rated tire pressure, then the tail wing deployment angle can be determined to be any angle lower than the rated tail wing deployment angle.

[0040] In another feasible implementation, if the comparison result shows that the rear tire pressure is less than the rated rear tire pressure, the tail wing deployment angle is determined based on the magnitude of the difference. For example, when the difference falls within a first difference range, a fourth angle is determined as the tail wing deployment angle; when the difference falls within a second difference range, a fifth angle is determined as the tail wing deployment angle. Here, the first difference range is less than the second difference range, the fourth angle is less than the third angle, and the third angle is less than or equal to the rated tail wing deployment angle.

[0041] Understandably, in some situations, the rear wing can be kept in place. For example, at lower speeds, or when the rear tire pressure is higher than the rated rear tire pressure. The specific decision can be made based on the actual circumstances.

[0042] In the embodiments described in this specification, when the vehicle's rear wing is in automatic control mode, the vehicle's speed and rear tire pressure are acquired, the corresponding rear tire pressure is determined, and the wing deployment angle is determined based on this rear tire pressure, the rear tire pressure, and the speed. The wing is then controlled to deploy at this angle. This method combines the vehicle's rear tire pressure and speed to comprehensively determine whether the wing needs to be deployed to provide more downforce, allowing for more accurate control of the wing. By rationally controlling the wing's deployment, vehicle driving safety is improved, and the vehicle's power consumption is reduced.

[0043] Please see Figure 3 This is a flowchart illustrating a vehicle control method provided in an embodiment of this specification. Figure 3 As shown, the method in the embodiments of this specification may include the following steps S201-S206.

[0044] S201, when the vehicle's rear wing is in automatic control mode, acquire the vehicle's driving speed and rear tire pressure;

[0045] Specifically, please refer to the description of step S101 in the above embodiment of the specification, which will not be repeated here.

[0046] S202, determine the speed range to which the driving speed belongs;

[0047] In one embodiment, to facilitate control of the tail wing, a predetermined speed range can be defined in advance. A speed range refers to a certain range of vehicle speeds. After obtaining the vehicle speed, the speed range to which that speed belongs can be determined.

[0048] S203, obtain the calibration tire pressure corresponding to the upper limit speed of the speed range as the calibration tire pressure of the rear wheel;

[0049] It's understandable that speed ranges have upper and lower limits, and the tire pressure corresponding to the upper speed is chosen as the rear tire pressure. For example, if 50km / h-70km / h is a speed range, and the tire pressure corresponding to 70km / h is chosen as the rear tire pressure, then if the rear tire pressure at the current speed of 60km / h is greater than the tire pressure corresponding to the higher speed (70km / h), then even if the vehicle accelerates to 70km / h, there's no need to deploy the rear wing. Setting a corresponding tire pressure and deployment angle for each speed could lead to frequent changes in the rear wing angle, consuming more battery power and potentially affecting vehicle stability.

[0050] S204, when the rear tire pressure is less than the rear wheel calibrated tire pressure, obtain the first tail wing deployment angle of the speed range to which the driving speed belongs;

[0051] In one embodiment, when the rear tire pressure is lower than the rated rear tire pressure, it indicates that the rear wing needs to be deployed to provide additional downforce. Therefore, the first rear wing deployment angle for the corresponding speed range is determined based on the driving speed. The first rear wing deployment angle can be any rear wing deployment angle supported by that speed range. For example, if the speed range supports deployment at a first angle, a second angle, and a third angle, then the first rear wing deployment angle can be any of these angles.

[0052] S205, control the tail fin to deploy at the first tail fin deployment angle;

[0053] In one embodiment, a control signal for the tail fin is generated based on a determined first tail fin deployment angle to control the tail fin to deploy at the first tail fin deployment angle.

[0054] Furthermore, in one embodiment, the method of this specification embodiment may further include the following steps S2051-S2055.

[0055] S2051, when the current tail wing deployment angle is not the upper limit angle of the speed range to which the driving speed belongs, obtain the tire pressure feedback value after the tail wing is deployed to the current tail wing deployment angle.

[0056] In one embodiment, corresponding upper limit angles for tail fin deployment can be set for different speed ranges. It is understood that higher speeds allow for a larger tail fin deployment angle to provide greater downforce, but the upper limit deployment angles differ for different speed ranges, typically increasing with speed. For example, the upper limit deployment angle for the tail fin in the speed range of 50km / h-70km / h is the first angle, for 70km / h-100km / h it is the second angle, and for 100km / h-120km / h it is the third angle. When the speed range is 70km / h-100km / h, the selectable deployment angle can be within the range of the first to the second angle, allowing for tail fin control by gradually increasing the deployment angle.

[0057] Specifically, when the speed range includes at least two rear wing deployment angles, it is determined whether the rear wing angle needs adjustment based on the current deployment angle. If the current rear wing deployment angle is already at the upper limit of the speed range corresponding to the driving speed, no adjustment is needed. If the current rear wing deployment angle is not at the upper limit of the range, the tire pressure feedback value after the rear wing has deployed to the current deployment angle can be obtained. Here, the current rear wing deployment angle refers to the deployment angle obtained at the current moment. In one feasible implementation, the rear tire pressure collected again after the rear wing has deployed to the current deployment angle at a preset time interval can be used as the tire pressure feedback value. For example, the preset time interval can be one minute.

[0058] In some cases, the current tail fin deployment angle can be the first tail fin deployment angle mentioned above.

[0059] S2052, when the current tail wing deployment angle is the upper limit angle of the speed range to which the driving speed belongs, control the tail wing to deploy at the current tail wing deployment angle;

[0060] In one embodiment, when the tail wing deployment angle is the upper limit angle of the speed range to which the driving speed belongs, the current tail wing deployment angle is used to control the tail wing deployment.

[0061] S2053, when the tire pressure feedback value is less than or equal to the rear wheel calibrated tire pressure, a second tail wing deployment angle corresponding to the current tail wing deployment angle is obtained from the at least two tail wing deployment angles;

[0062] In one embodiment, the second tail wing deployment angle is the next tail wing deployment angle after the current tail wing deployment angle. When the obtained tire pressure feedback value is less than the rear wheel calibrated tire pressure, it indicates that the current tail wing deployment angle is insufficient to provide sufficient downforce, and the tail wing deployment angle needs to be increased. Therefore, the next tail wing deployment angle can be obtained from at least two tail wing deployment angles corresponding to that speed range. It is understood that the at least two tail wing deployment angles corresponding to the speed range can be arranged in ascending order of angle, and the second tail wing deployment angle is another tail wing deployment angle greater than the current tail wing deployment angle.

[0063] S2054, control the tail fin to deploy from the current tail fin deployment angle to the second tail fin deployment angle;

[0064] In one embodiment, after determining the second tail fin deployment angle, the tail fin can be adjusted to the second tail fin deployment angle.

[0065] Understandably, once the rear wing is adjusted to the second wing deployment angle, the current wing deployment angle becomes that second wing deployment angle. The above judgment process can continue until the current wing deployment angle reaches the upper limit of the range, or the tire pressure feedback value is greater than the rear wheel's rated tire pressure. For example, the speed range includes at least three wing deployment angles: 10 degrees, 15 degrees, and 25 degrees. If the current deployment angle is 10 degrees and the tire pressure feedback value is less than the rear wheel's rated tire pressure, then the wing is deployed to the second wing deployment angle of 15 degrees. If, after the wing is deployed to 15 degrees, the tire pressure feedback value is still less than the rear wheel's rated tire pressure, then the wing is deployed to the second wing deployment angle of 20 degrees.

[0066] S2055, when the tire pressure feedback value is greater than the rear wheel calibrated tire pressure, control the tail wing to deploy at the current tail wing deployment angle;

[0067] In one embodiment, when the tire pressure feedback value is greater than the rear wheel calibrated tire pressure, the current rear wing deployment angle is continuously used to control the rear wing deployment. It is understood that the step of obtaining the tire pressure feedback value can be performed periodically, with each period spaced at a time interval. If the currently collected tire pressure feedback value is greater than the rear wheel calibrated tire pressure, the tire pressure feedback value can be continuously obtained periodically and compared with the rear wheel calibrated tire pressure.

[0068] S206, when the rear tire pressure is greater than or equal to the rear wheel's rated tire pressure, control the tail wing to retract.

[0069] In one embodiment, when the rear tire pressure is greater than or equal to the rear tire pressure, it indicates that the rear wing does not need to be deployed to improve the vehicle's aerodynamic performance, and the vehicle's rear wing can be retracted. If the vehicle's rear wing is already retracted, it remains retracted.

[0070] In the embodiments of this specification, when the vehicle's rear wing is in automatic control mode, the vehicle's speed and rear tire pressure are acquired to determine the speed range to which the speed belongs. The tire pressure corresponding to the upper limit of the speed range is obtained as the rear wheel tire pressure. When the rear tire pressure is less than the rear wheel tire pressure, the first rear wing deployment angle of the speed range to which the speed belongs is obtained, and the rear wing is controlled to deploy using the first rear wing deployment angle. When the rear tire pressure is greater than or equal to the rear wheel tire pressure, the rear wing is controlled to retract. Based on the rear tire pressure and the rear wheel tire pressure, it is determined whether there is a need to deploy the rear wing. When the rear tire pressure is greater than the rear wheel tire pressure, the first rear wing deployment angle is determined based on the speed range corresponding to the speed, thereby enabling accurate control of the rear wing deployment angle. Furthermore, the rear wing deployment angle can be adjusted based on the current deployment angle and the acquired tire pressure feedback value. When the tire pressure feedback value is less than the rear wheel tire pressure, the rear wing deployment angle is gradually increased. Gradually increasing the angle allows for smoother adjustment of aerodynamic effects and reduces instability caused by sudden changes.

[0071] Please see Figure 4 This is a flowchart illustrating a vehicle control method provided in an embodiment of this specification. Figure 4 As shown, the method in the embodiments of this specification may include the following steps S301-S304.

[0072] S301, Obtain the vehicle's speed;

[0073] In one embodiment, regardless of whether the vehicle's rear wing is in automatic or manual control mode, the vehicle's speed can be monitored, and the decision on whether to deploy the rear wing can be made based on the speed.

[0074] S302, when the driving speed is greater than the first threshold value, detect the brake pedal opening;

[0075] In one embodiment, when the driving speed exceeds a first threshold, the brake pedal opening is monitored to determine whether the rear wing needs to be deployed. Brake pedal opening refers to the distance between the brake pedal and its support, or the distance the pedal travels, when the brake pedal is depressed. It is understood that the rear wing can also be used to reduce braking distance; therefore, when the vehicle needs to brake suddenly, the deployment of the rear wing can increase wind resistance and downforce, thereby reducing the braking distance. The first threshold can be set according to actual needs. Optionally, it can be determined based on the braking distance required at different driving speeds. If, after exceeding a certain driving speed, the required braking distance is long and a safety accident is likely to occur, this speed can be selected as the first threshold. For example, the first threshold can be 60 km / h.

[0076] S303, when the brake pedal opening is greater than the opening threshold, control the tail wing to deploy at the first upper limit angle;

[0077] In one embodiment, if the obtained brake pedal opening degree is greater than an opening threshold, it indicates that there is a need for emergency braking, and the tail wing is controlled to deploy to a first upper limit angle. The opening threshold can be set according to actual needs. For example, the opening threshold can be 90%. The first upper limit angle is the maximum angle at which the tail wing can deploy, or an angle set to reduce braking distance during braking.

[0078] Optionally, in addition to determining whether there is an emergency braking need based on the opening threshold, the frequency of brake opening changes can also be obtained. If the brake pedal opening increases to the opening threshold within a preset time, an emergency braking situation is detected. For example, the preset time can be 5 seconds.

[0079] S304, when the driving speed is greater than the second critical value, control the tail wing to deploy at the second upper limit angle.

[0080] In one embodiment, the second threshold value is a threshold used to determine whether the current driving state is at high speed. When the driving speed is greater than the second threshold value, it indicates that the vehicle is in a high-speed driving state, and the rear wing needs to be deployed to improve the vehicle's stability and grip at high speeds, thereby improving handling performance. For example, the second threshold value can be 120 km / h. The second upper limit angle of deployment is the maximum angle at which the rear wing can be deployed, or an angle set to stabilize the vehicle body under high-speed driving conditions. Specifically, if the rear wing is currently not deployed, it can be deployed to the second upper limit angle of deployment; if the rear wing is currently deployed, but the deployment angle is not the second upper limit angle of deployment, it can be deployed to the second upper limit angle of deployment. It can be understood that after being deployed to the second upper limit angle of deployment, it is not necessary to obtain tire pressure feedback values, and the wing can continue to be deployed at this angle to maximize driving safety.

[0081] It should be noted that the first upper limit angle of deployment can be the same as or different from the second upper limit angle of deployment.

[0082] In the embodiments of this specification, by acquiring the vehicle's driving speed, when the driving speed exceeds a first threshold, the brake pedal opening is detected. When the brake pedal opening exceeds an opening threshold, the rear wing is controlled to deploy at a first upper limit angle. When the driving speed exceeds a second threshold, the rear wing is controlled to deploy at a second upper limit angle. To improve driving safety, two situations requiring safety are proposed: when the driving speed exceeds the first threshold and the brake pedal opening exceeds the opening threshold, the rear wing is controlled to deploy to the first upper limit angle; when the driving speed exceeds the second threshold, the rear wing is controlled to deploy to the second upper limit angle. This allows for control of the rear wing based on the driving speed, achieving reasonable control of the rear wing.

[0083] The following will be combined with the appendix Figures 5-6 This specification provides a detailed description of the vehicle control device provided in the embodiments. It should be noted that the appendix... Figures 5-6 The vehicle control unit described herein is used to execute the instructions. Figures 2-4 The methods shown in the embodiments are illustrated for ease of explanation, showing only the parts related to the embodiments of this specification. For specific technical details not disclosed, please refer to this specification. Figures 2-4 The example shown.

[0084] Please see Figure 5 This diagram illustrates a structural schematic of a vehicle control device provided in an exemplary embodiment of this specification. The vehicle control device can be implemented as all or part of a device through software, hardware, or a combination of both. The device 1 includes an acquisition module 11, a calibration data determination module 12, and an deployment angle determination module 13.

[0085] The acquisition module 11 is used to acquire the vehicle's driving speed and rear tire pressure when the vehicle's rear wing is in automatic control mode.

[0086] The calibration data determination module 12 is used to determine the rear wheel calibration tire pressure corresponding to the driving speed;

[0087] The deployment angle determination module 13 is used to determine the tail wing deployment angle based on the rear tire pressure, the rear wheel calibrated tire pressure and the driving speed, and control the tail wing to deploy at the tail wing deployment angle.

[0088] Optionally, the calibration data determination module 12 is specifically used to determine the speed range to which the driving speed belongs;

[0089] The tire pressure corresponding to the upper limit speed of the speed range is obtained as the tire pressure of the rear wheel.

[0090] Optionally, the deployment angle determination module 13 is specifically used to obtain the first tail wing deployment angle of the speed range to which the driving speed belongs when the rear tire pressure is less than the rear wheel calibrated tire pressure;

[0091] The tail fin is controlled to deploy at the first tail fin deployment angle.

[0092] Optionally, the deployment angle determination module 13 is also used to control the tail wing to retract when the rear tire pressure is greater than or equal to the rear wheel calibrated tire pressure.

[0093] Optionally, the speed range includes at least two tail wing deployment angles. The deployment angle determination module 13 is specifically used to obtain the tire pressure feedback value after the tail wing is deployed to the current tail wing deployment angle when the current tail wing deployment angle is not the upper limit angle of the speed range to which the driving speed belongs.

[0094] When the tire pressure feedback value is less than the rear wheel calibrated tire pressure, a second tail wing deployment angle corresponding to the current tail wing deployment angle is obtained from the at least two tail wing deployment angles, and the second tail wing deployment angle is greater than the current tail wing deployment angle.

[0095] Control the tail fin to deploy from the current tail fin deployment angle to the second tail fin deployment angle.

[0096] Optionally, the deployment angle determination module 13 is further configured to control the tail wing to deploy at the current tail wing deployment angle when the current tail wing deployment angle is the upper limit angle of the speed range to which the driving speed belongs.

[0097] Optionally, the deployment angle determination module 13 is also used to continuously control the tail wing to deploy at the current tail wing deployment angle when the tire pressure feedback value is greater than or equal to the rear wheel calibrated tire pressure.

[0098] Please see Figure 6 This diagram illustrates the structure of a vehicle control device provided in an exemplary embodiment of this specification. The vehicle control device can be implemented as all or part of a device through software, hardware, or a combination of both. The device 1 also includes a speed acquisition module 14, a criticality determination module 15, a brake assist module 16, and a high-speed stability module 17.

[0099] Speed ​​acquisition module 14 is used to acquire the driving speed of the vehicle;

[0100] The critical determination module 15 is used to detect the brake pedal opening when the driving speed is greater than the first critical value;

[0101] Brake assist module 16 is used to control the tail wing to deploy at a first upper limit angle when the brake pedal opening is greater than the opening threshold.

[0102] The high-speed stabilization module 17 is used to control the tail wing to deploy at a second upper limit angle when the driving speed is greater than the second critical value.

[0103] It should be noted that the vehicle control device provided in the above embodiments is only illustrated by the division of the above functional modules when executing the vehicle control method. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle control device and the vehicle control method embodiments provided in the above embodiments belong to the same concept, and the implementation process is detailed in the method embodiments, which will not be repeated here.

[0104] The embodiment numbers in this specification are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. In some cases, the actions or steps described in the claims can be performed in a different order than that shown in the embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0105] This specification also provides a computer storage medium storing a computer program, which, when executed by a processor, implements the above-described functionality. Figures 2-4 The vehicle control method of the illustrated embodiment, for detailed execution process, can be found in [reference needed]. Figures 2-4 The specific details of the illustrated embodiments will not be elaborated here.

[0106] Please refer to Figure 7This diagram illustrates the structure of a vehicle provided in an exemplary embodiment of this specification. The vehicle in this specification may include one or more components such as a processor 110, a memory 120, an input device 130, an output device 140, and a bus 150. The processor 110, memory 120, input device 130, and output device 140 may be connected via the bus 150.

[0107] Processor 110 may include one or more processing cores. Processor 110 connects to various parts of the vehicle via various interfaces and lines, and executes various functions of terminal 100 and processes data by running or executing instructions, programs, code sets, or instruction sets stored in memory 120, and by calling data stored in memory 120. Optionally, processor 110 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). Processor 110 may integrate one or more of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user page, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into processor 110 and may be implemented separately using a communication chip.

[0108] The memory 120 may include random access memory (RAM) or read-only memory (ROM). Optionally, the memory 120 may include non-transitory computer-readable storage medium. The memory 120 may be used to store instructions, programs, code, code sets, or instruction sets. The memory 120 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as touch function, sound playback function, image playback function, etc.), instructions for implementing the various method embodiments described above, etc. The operating system may be the Android system, including systems deeply developed based on the Android system, the iOS system developed by Apple Inc., including systems deeply developed based on the iOS system, or other systems.

[0109] The memory 120 can be divided into operating system space and user space. The operating system runs in the operating system space, while native and third-party applications run in user space. To ensure that different third-party applications can achieve good running performance, the operating system allocates corresponding system resources for each application. However, different application scenarios within the same third-party application have different requirements for system resources. For example, in local resource loading scenarios, third-party applications have high requirements for disk read speed; in animation rendering scenarios, third-party applications have high requirements for GPU performance. Since the operating system and third-party applications are independent of each other, the operating system often cannot promptly perceive the current application scenario of a third-party application, resulting in the operating system's inability to adapt system resources accordingly.

[0110] In order for the operating system to distinguish the specific application scenarios of third-party applications, it is necessary to establish data communication between the third-party applications and the operating system. This would allow the operating system to obtain the current scenario information of the third-party applications at any time, and then perform targeted system resource adaptation based on the current scenario.

[0111] The input device 130 is used to receive input instructions or data, and includes, but is not limited to, a keyboard, mouse, camera, microphone, or touch device. The output device 140 is used to output instructions or data, and includes, but is not limited to, a display device and a speaker. In one example, the input device 130 and the output device 140 can be combined, and the input device 130 and the output device 140 can be a touch display screen.

[0112] The touch display screen can be designed as a full-screen, curved screen, or irregularly shaped screen. It can also be designed as a combination of a full-screen and a curved screen, or a combination of an irregularly shaped screen and a curved screen; however, this specification does not limit the specific design of the embodiments described herein.

[0113] In addition, those skilled in the art will understand that the vehicle structure shown in the above figures does not constitute a limitation on the vehicle. A vehicle may include more or fewer components than shown, or combine certain components, or have different component arrangements. For example, a vehicle may also include radio frequency circuits, input units, sensors, audio circuits, WiFi modules, power supplies, Bluetooth modules, etc., which will not be described in detail here.

[0114] exist Figure 7 In the vehicle shown, the processor 110 can be used to call computer applications stored in the memory 120 and specifically perform the following operations:

[0115] When the vehicle's rear wing is in automatic control mode, the vehicle's speed and rear tire pressure are acquired.

[0116] Determine the rear wheel tire pressure corresponding to the driving speed;

[0117] The tail wing deployment angle is determined based on the rear tire pressure, the rear wheel calibrated tire pressure, and the driving speed, and the tail wing is controlled to deploy at the tail wing deployment angle.

[0118] In one embodiment, when the processor 110 determines the rear wheel calibration tire pressure corresponding to the driving speed, it specifically performs the following operations:

[0119] Determine the speed range to which the driving speed belongs;

[0120] The calibration tire pressure corresponding to the upper limit speed of the speed range is obtained as the calibration tire pressure of the rear wheel. In one embodiment, when the processor 110 executes the operation of determining the tail wing deployment angle based on the rear tire pressure, the rear wheel calibration tire pressure, and the driving speed, and controls the tail wing to deploy at the tail wing deployment angle, it specifically performs the following operations:

[0121] When the rear tire pressure is less than the rear wheel's rated tire pressure, obtain the first tail wing deployment angle within the speed range to which the driving speed belongs;

[0122] The tail fin is controlled to deploy at the first tail fin deployment angle.

[0123] In one embodiment, the processor 110 may also perform the following operations:

[0124] When the rear tire pressure is greater than or equal to the rear wheel's rated tire pressure, the tail wing is retracted.

[0125] In one embodiment, the speed range includes at least two tail fin deployment angles, and after the processor 110 executes the control to deploy the tail fin at the first tail fin deployment angle, it also performs the following operations:

[0126] When the current tail wing deployment angle is not the upper limit angle of the speed range to which the driving speed belongs, obtain the tire pressure feedback value after the tail wing is deployed to the current tail wing deployment angle;

[0127] When the tire pressure feedback value is less than the rear wheel calibrated tire pressure, a second tail wing deployment angle corresponding to the current tail wing deployment angle is obtained from the at least two tail wing deployment angles, and the second tail wing deployment angle is greater than the current tail wing deployment angle.

[0128] Control the tail fin to deploy from the current tail fin deployment angle to the second tail fin deployment angle.

[0129] In one embodiment, the processor 110 may also perform the following operations:

[0130] When the current tail wing deployment angle is the upper limit of the speed range to which the driving speed belongs, the tail wing is controlled to deploy at the current tail wing deployment angle.

[0131] In one embodiment, after the processor 110 obtains the tire pressure feedback value after the tail wing has deployed to the current tail wing deployment angle, it also performs the following operations:

[0132] When the tire pressure feedback value is greater than or equal to the rear wheel calibrated tire pressure, the rear wing is controlled to deploy at the current rear wing deployment angle.

[0133] In one embodiment, the processor 110 may also perform the following operations:

[0134] Obtain the vehicle's speed;

[0135] When the driving speed exceeds the first threshold, the brake pedal opening is detected;

[0136] When the brake pedal opening degree is greater than the opening threshold, the tail wing is controlled to deploy at the first upper limit angle.

[0137] In one embodiment, the processor 110 may also perform the following operations:

[0138] Obtain the vehicle's speed;

[0139] When the driving speed is greater than the second critical value, the tail wing is controlled to deploy at the second upper limit angle.

[0140] In the embodiments described in this specification, when the vehicle's rear wing is in automatic control mode, the vehicle's speed and rear tire pressure are acquired, the corresponding rear tire pressure is determined, and the wing deployment angle is determined based on this rear tire pressure, the rear tire pressure, and the speed. The wing is then controlled to deploy at this angle. This method combines the vehicle's rear tire pressure and speed to comprehensively determine whether the wing needs to be deployed to provide more downforce, allowing for more accurate control of the wing. By rationally controlling the wing's deployment, vehicle driving safety is improved, and the vehicle's power consumption is reduced.

[0141] Furthermore, when the vehicle's rear wing is in automatic control mode, the system acquires the vehicle's speed and rear tire pressure to determine the speed range. The system then obtains the tire pressure corresponding to the upper limit of this speed range as the rear tire pressure. When the rear tire pressure is lower than the rear tire pressure, the system acquires the first rear wing deployment angle for that speed range and controls the wing to deploy at that angle. When the rear tire pressure is greater than or equal to the rear tire pressure, the wing remains closed. The system determines whether there is a need to deploy the wing based on the rear tire pressure and the rear tire pressure. When the rear tire pressure is greater than the rear tire pressure, the first rear wing deployment angle is determined based on the speed range corresponding to the vehicle's speed, thus enabling accurate control of the wing deployment angle. Additionally, the system can adjust the wing deployment angle based on the current angle and the acquired tire pressure feedback value. When the tire pressure feedback value is lower than the rear tire pressure, the wing deployment angle is gradually increased. This gradual increase allows for smoother aerodynamic adjustments and reduces instability caused by sudden changes.

[0142] Furthermore, by acquiring the vehicle's speed, when the speed exceeds a first threshold, the brake pedal opening is detected. When the brake pedal opening exceeds a threshold, the rear wing is controlled to deploy at a first maximum deployment angle. When the speed exceeds a second threshold, the rear wing is controlled to deploy at a second maximum deployment angle. To improve driving safety, two scenarios requiring safety are proposed: when the speed exceeds the first threshold and the brake pedal opening exceeds the threshold, the rear wing is controlled to deploy to the first maximum deployment angle; when the speed exceeds the second threshold, the rear wing is controlled to deploy to the second maximum deployment angle. This allows for control of the rear wing based on the driving speed, achieving reasonable control of the rear wing.

[0143] Additionally, embodiments of this specification provide a computer program product, which includes a computer program that, when executed by a vehicle's processor, enables the processor to at least perform the functions described above. Figures 2 to 4 The vehicle control method provided in the illustrated embodiment.

[0144] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The aforementioned program can be stored in a computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. The aforementioned storage medium can be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0145] The above-disclosed embodiments are merely preferred embodiments of this specification and should not be construed as limiting the scope of this specification. Therefore, any equivalent variations made in accordance with the claims of this specification shall still fall within the scope of this specification.

Claims

1. A vehicle control method, characterized in that, The method includes: When the vehicle's rear wing is in automatic control mode, the vehicle's speed and rear tire pressure are acquired. Determine the rear wheel tire pressure corresponding to the driving speed; The tail wing deployment angle is determined based on the rear tire pressure, the rear wheel calibrated tire pressure, and the driving speed, and the tail wing is controlled to deploy at the tail wing deployment angle.

2. The method according to claim 1, characterized in that, Determining the rear wheel tire pressure corresponding to the driving speed includes: Determine the speed range to which the driving speed belongs; The tire pressure corresponding to the upper limit speed of the speed range is obtained as the tire pressure of the rear wheel.

3. The method according to claim 1, characterized in that, The step of determining the tail wing deployment angle based on the rear tire pressure, the rear wheel calibrated tire pressure, and the driving speed, and controlling the tail wing to deploy at the tail wing deployment angle, includes: When the rear tire pressure is less than the rear wheel's rated tire pressure, obtain the first tail wing deployment angle within the speed range to which the driving speed belongs; The tail fin is controlled to deploy at the first tail fin deployment angle.

4. The method according to claim 3, characterized in that, The method further includes: When the rear tire pressure is greater than or equal to the rear wheel's rated tire pressure, the tail wing is retracted.

5. The method according to claim 3, characterized in that, The speed range includes at least two tail fin deployment angles; After controlling the tail fin to deploy at the first tail fin deployment angle, the method further includes: When the current tail wing deployment angle is not the upper limit angle of the speed range to which the driving speed belongs, obtain the tire pressure feedback value after the tail wing is deployed to the current tail wing deployment angle; When the tire pressure feedback value is less than the rear wheel calibrated tire pressure, a second tail wing deployment angle corresponding to the current tail wing deployment angle is obtained from the at least two tail wing deployment angles, and the second tail wing deployment angle is greater than the current tail wing deployment angle. Control the tail fin to deploy from the current tail fin deployment angle to the second tail fin deployment angle.

6. The method according to claim 5, characterized in that, The method further includes: When the current tail wing deployment angle is the upper limit of the speed range to which the driving speed belongs, the tail wing is controlled to deploy at the current tail wing deployment angle.

7. The method according to claim 5, characterized in that, After obtaining the tire pressure feedback value after the tail wing has deployed to the current tail wing deployment angle, the method further includes: When the tire pressure feedback value is greater than or equal to the rear wheel calibrated tire pressure, the rear wing is controlled to deploy at the current rear wing deployment angle.

8. The method according to claim 1, characterized in that, The method further includes: Obtain the vehicle's speed; When the driving speed exceeds the first threshold, the brake pedal opening is detected; When the brake pedal opening degree is greater than the opening threshold, the tail wing is controlled to deploy at the first upper limit angle.

9. The method according to claim 1, characterized in that, The method further includes: Obtain the vehicle's speed; When the driving speed is greater than the second critical value, the tail wing is controlled to deploy at the second upper limit angle.

10. A vehicle control device, characterized in that, The device includes: The acquisition module is used to acquire the vehicle's speed and rear tire pressure when the vehicle's rear wing is in automatic control mode. The calibration data determination module is used to determine the rear wheel calibration tire pressure corresponding to the driving speed; The deployment angle determination module is used to determine the tail wing deployment angle based on the rear tire pressure, the rear wheel calibrated tire pressure and the driving speed, and control the tail wing to deploy at the tail wing deployment angle.

11. A vehicle, characterized in that, The vehicle includes a processor and a memory; wherein the memory stores a computer program adapted to be loaded by the processor and to execute the steps of the method as claimed in any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 9.

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