A vehicle body posture adjustment method and system

Abstract

The application relates to a vehicle body posture adjusting method and system, which comprises the following steps: judging a vehicle driving state; when the vehicle is in a high-speed emergency braking state, adjusting a wind wing adjusting unit to a wind wing auxiliary braking mode; when the vehicle is in a high-speed driving state, adjusting the wind wing adjusting unit to a turbulence wind resistance reduction mode; wherein the high speed is a vehicle speed greater than a set speed. In the application, the wind wing adjusting unit can adjust the mode according to different situations, so that the vehicle is adjusted to an optimal body posture, the driving feeling is improved, the braking force is enhanced, and the safety is improved.

Description

Technical Field

[0001] This application relates to the automotive field, and in particular to a method and system for adjusting vehicle body posture. Background Technology

[0002] The drag coefficient of existing cars is generally fixed. The mainstream approach is to reduce drag as much as possible to reduce the resistance encountered by the car when driving at high speed, with the ultimate goal of reducing energy consumption.

[0003] Current automobiles primarily rely on the friction between the tires and the ground to generate deceleration during braking, preventing the vehicle from skidding and tilting. Under the same conditions, the minimum braking distance and the maximum tilting force of the vehicle are mainly negatively correlated with the ground adhesion coefficient. When the ground adhesion coefficient is low, the braking distance increases significantly, and the probability of vehicle tilting and skidding increases significantly. Every year, a large number of traffic accidents are caused by insufficient braking distance and vehicle skidding.

[0004] Some existing passenger cars increase downforce and improve stability at high speeds by adding a rear wing; however, a rear wing alone has limited adjustability and cannot be actively adjusted by drive-by-wire according to changes in the external environment. Summary of the Invention

[0005] This application provides a vehicle body attitude adjustment method and system, which can solve the problem in related technologies that the wind deflector cannot actively adjust according to changes in the external environment.

[0006] In a first aspect, embodiments of this application provide a vehicle body posture adjustment method, which includes: determining the vehicle driving state; when the vehicle is in a high-speed emergency braking state, adjusting the wing adjustment unit to the wing auxiliary braking mode; when the vehicle is in a high-speed driving state, adjusting the wing adjustment unit to the turbulence reduction mode; wherein, the high speed means the vehicle speed is greater than a set speed.

[0007] In some embodiments, the wind wing assist mode is as follows: the upper wind wing and the side wind wing are raised to a first height, the angle between the upper wind wing and the vehicle body is adjusted to a first angle, and the angle between the side wind wing and the vehicle body is adjusted to a second angle;

[0008] The turbulence reduction mode is as follows: the upper wing and side wings are retracted, the rear wing is raised to the second height, and the angle between the rear wing and the vehicle body is adjusted to the third angle.

[0009] In some embodiments, the method further includes: determining whether the real-time status parameters of the vehicle meet the activation conditions of the crosswind control mode of the wing; when the real-time status parameters of the vehicle meet the activation conditions of the crosswind control mode of the wing, adjusting the wing adjustment unit to the crosswind control mode of the wing.

[0010] In some embodiments, after the real-time vehicle status parameters meet the activation conditions of the wing crosswind control mode, the method further includes the following steps: determining whether the vehicle is in a high-speed emergency braking state; if so, adjusting the wing adjustment unit to the wing auxiliary braking mode; otherwise, adjusting the wing adjustment unit to the wing crosswind control mode.

[0011] In some embodiments, the activation conditions for the crosswind control mode of the wing include a first activation condition and a second activation condition, and the crosswind control mode of the wing includes a first crosswind control mode and a second crosswind control mode of the wing; when the real-time vehicle status parameters meet the activation conditions for the crosswind control mode of the wing, the wing adjustment unit is adjusted to the crosswind control mode of the wing. The specific steps include: when the real-time vehicle status parameters meet the first activation condition, adjusting the wing adjustment unit to the first crosswind control mode of the wing; when the real-time vehicle status parameters meet the second activation condition, adjusting the wing adjustment unit to the second crosswind control mode of the wing.

[0012] In some embodiments, the first activation condition includes: the crosswind speed is greater than a first threshold, the absolute value of the angle between the wind direction and the vehicle's direction of travel is within a second threshold range, the vehicle is in a crosswind section for a period of time greater than a third threshold, and the vehicle's steering wheel angle is less than a fourth threshold; the second activation condition includes: the crosswind speed is greater than the first threshold, the vehicle's steering wheel angle is less than the fourth threshold, and the vehicle speed is greater than a fifth threshold.

[0013] In some embodiments, the method further includes: determining whether the road condition information meets the crosswind prevention and control activation conditions; when the road condition information meets the crosswind prevention and control activation conditions, adjusting the wind vane adjustment unit to the crosswind prevention and control mode.

[0014] In some embodiments, the vehicle driving state includes a braking state, which includes a high-speed emergency braking state and a normal braking state.

[0015] When the vehicle is in a braking state, the method further includes: determining whether the vehicle is in a high-speed emergency braking state; if so, adjusting the wing adjustment unit to the wing auxiliary braking mode; otherwise, adjusting the wing adjustment unit to the wing normal braking mode.

[0016] In some embodiments, the method further includes adjusting the wing adjustment unit to the wing backup braking mode when the vehicle is in a braking system failure state.

[0017] Secondly, this application provides a vehicle posture adjustment system, which includes: a first module for determining the vehicle's driving state; and a second module for adjusting the wing adjustment unit to a wing-assisted braking mode when the vehicle is in a high-speed emergency braking state, and adjusting the wing adjustment unit to a turbulence-reducing mode when the vehicle is in a high-speed driving state; wherein, the high speed refers to the vehicle speed being greater than a set speed.

[0018] The beneficial effects of the technical solutions provided in this application include:

[0019] This application provides a vehicle body posture adjustment method and system. The wind vane adjustment unit can adjust the mode according to different situations to adjust the vehicle to the optimal body posture, improve driving experience, enhance braking force, and improve safety. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the overall structure provided for an embodiment of this application;

[0022] Figure 2 This is a schematic diagram of the overall structure provided for an embodiment of this application;

[0023] Figure 3 A schematic diagram showing the maximum downforce that the windshield provided in the embodiments of this application can generate;

[0024] Figure 4 A schematic diagram showing the angle between the wind direction and the vehicle's forward direction provided in this application embodiment;

[0025] Figure 5 This is a schematic diagram of the structure of the first wing in crosswind control mode provided in the embodiments of this application;

[0026] Figure 6 This is a schematic diagram of the crosswind control mode of the second wing provided in the embodiments of this application;

[0027] Figure 7 A flowchart of the vehicle body posture adjustment method provided in the embodiments of this application.

[0028] In the diagram: 1. Main controller for the wind vane; 2. Left wind vane control motor; 3. Right wind vane control motor; 4. Upper wind vane control motor; 5. Tail fin control motor; 6. Left wind vane; 7. Right wind vane; 8. Upper wind vane; 9. Tail fin; 10. Wind speed and direction sensor. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0030] See Figures 1 to 7 This application provides a vehicle body posture adjustment method and system, which can solve the problem in related technologies that the wind deflector cannot actively adjust according to changes in the external environment.

[0031] In a first aspect, embodiments of this application provide a vehicle body posture adjustment method, which includes:

[0032] 101: Determine the vehicle's driving status;

[0033] 102: When the vehicle is in a state of emergency braking at high speed, adjust the windshield adjustment unit to windshield auxiliary braking mode;

[0034] 103: When the vehicle is traveling at high speed, adjust the windshield adjustment unit to the turbulence reduction mode;

[0035] The term "high speed" refers to a vehicle speed exceeding a set speed.

[0036] In this application, during vehicle operation, the vehicle's driving status is determined. When the vehicle is in a high-speed emergency braking state, the wing adjustment unit is adjusted to the wing-assisted braking mode. When the vehicle is in a high-speed driving state, the wing adjustment unit is adjusted to the turbulence-reducing mode. This allows the wing adjustment unit to adjust the mode according to different situations, so that the vehicle can be adjusted to the optimal body posture, improving the driving experience, enhancing braking force, and improving safety.

[0037] It should be noted that the wing adjustment unit includes a wing main controller 1 and a wing adjustment assembly, wherein the wing adjustment assembly includes side wings, a top wing 8, and a tail wing 9. See also Figure 1 and Figure 2As shown, the upper wing 8 is used to install on the top of the vehicle, the side wings are used to install on both sides of the vehicle, and the rear wing 9 is used to install at the rear of the vehicle. The side wings are connected to the side wing control motor, the upper wing 8 is connected to the upper wing control motor 4, and the rear wing 9 is connected to the rear wing control motor 5. Therefore, the side wings can be adjusted in height and angle with the vehicle body via the side wing control motor, the upper wing 8 can be adjusted in height and angle with the vehicle body via the upper wing control motor 4, and the rear wing 9 can be adjusted in height and angle with the vehicle body via the rear wing control motor 5.

[0038] The main controller 1 of the wind wing is connected to the side wing control motor, the upper wing control motor 4 and the tail wing control motor 5. After the main controller 1 of the wind wing determines the driving status of the vehicle, it sends adjustment commands to the side wing control motor, the upper wing control motor 4 and the tail wing control motor 5 so that the wind wing adjustment unit can adjust the mode according to different situations.

[0039] When the vehicle is in a high-speed emergency braking state, the main controller 1 of the wind deflector controls the wind deflector adjustment assembly to adjust to the wind deflector auxiliary braking mode. The wind deflector auxiliary mode is as follows: the upper wind deflector 8 and the side wind deflectors are raised to a first height, the angle between the upper wind deflector 8 and the vehicle body is adjusted to a first angle, and the angle between the side wind deflectors and the vehicle body is adjusted to a second angle.

[0040] Specifically, the side wing also includes a left wing 6 and a right wing 7. Therefore, the side wing control motors include a left wing control motor 2 and a right wing control motor 3. The left wing 6 can be adjusted in height and angle with the vehicle body by the left wing control motor 2, and the right wing 7 can be adjusted in height and angle with the vehicle body by the right wing control motor 3.

[0041] When the vehicle is in a high-speed emergency braking state: the main controller 1 of the wind deflector sends commands to the upper wind deflector control motor 4 and the side wind deflector control motor, controlling all upper wind deflectors 8, left wind deflector 6, and right wind deflector 7 to rise to the first height. It should be noted that the first height is the maximum height that the upper wind deflectors 8, left wind deflector 6, and right wind deflector 7 can rise to; the angle of the upper wind deflector 8 is adjusted to the first angle, which is the angle at which the upper wind deflector 8 has the greatest wind power utilization. By increasing the windward area of ​​the upper wind deflector 8, the drag coefficient can be increased to slow down the car, and at the same time, some wind power is converted into downward pressure, increasing the pressure of the car tires on the ground; the angle between the left wind deflector 6, right wind deflector 7 and the vehicle body is adjusted to the second angle, which is the angle corresponding to the maximum windward area of ​​the left wind deflector 6 and right wind deflector 7. The angle corresponding to the maximum windward area is 90°. At this time, the left wind deflector 6 and right wind deflector 7 convert wind power into force to maintain the forward posture of the vehicle, which can quickly reduce the vehicle speed, shorten the braking distance, and is more conducive to stabilizing the vehicle body posture.

[0042] When the vehicle is traveling at high speed, the windshield adjustment unit is adjusted to the turbulence reduction mode. The turbulence reduction mode is as follows: the upper windshield 8 and side windshields are retracted, the rear wing 9 is raised to the second height, and the angle between the rear wing 9 and the vehicle body is adjusted to the second angle.

[0043] Specifically, when the vehicle is traveling at high speed: the upper wing 8, left wing 6, and right wing 7 retract to fit snugly against the vehicle body, reducing the frontal area and drag coefficient; the rear wing control motor 5 controls the rear wing 9 to rise and adjust the angle between the rear wing 9 and the vehicle body. This method serves two purposes: firstly, it dodges airflow to reduce the vehicle's drag coefficient; secondly, it increases downforce, improves grip, and enhances driving stability.

[0044] When a vehicle is traveling at high speed and its speed and body posture are unstable, the vehicle height can be lowered by adjusting the suspension to increase the vehicle's stability.

[0045] Based on the above embodiments, in this embodiment, the vehicle driving state includes a braking state, which includes a high-speed emergency braking state and a normal braking state.

[0046] When the vehicle is braking, the method further includes determining whether the vehicle is in a high-speed emergency braking state. In other words, when the main controller 1 of the wind wing determines that the vehicle is braking by collecting brake pedal information, it also needs to analyze whether the vehicle is in a high-speed emergency braking state or a normal braking state.

[0047] If the vehicle is in a state of high-speed emergency braking, adjust the windshield adjustment unit to windshield auxiliary braking mode: that is, the upper windshield 8 and the side windshields are raised to the first height, the angle between the upper windshield 8 and the vehicle body is adjusted to the first angle, and the angle between the side windshields and the vehicle body is adjusted to the second angle.

[0048] If the vehicle is in normal braking mode, adjust the wing adjustment unit to the normal braking mode, that is, the wing main controller 1 controls the wing adjustment component to adjust to the normal braking mode.

[0049] Based on the above embodiments, in this embodiment, the wind deflector adjustment unit is adjusted to the wind deflector-assisted braking mode. The method further includes determining whether the vehicle's ground adhesion is greater than a set value: when the vehicle's ground adhesion is greater than the set value, the wind deflector main controller 1 controls the upper wind deflector 8 to maintain a first angle with the vehicle body, and the left wind deflector 6 and the right wind deflector 7 to maintain a second angle with the vehicle body; when the vehicle's ground adhesion is less than the set value, the wind deflector main controller 1 controls the upper wind deflector 8 to adjust the angle with the vehicle body to 90°, that is, to make the upper wind deflector 8 vertical, and the left wind deflector 6 and the right wind deflector 7 to adjust the angle with the vehicle body to 90°, that is, to make the left wind deflector 6 and the right wind deflector 7 vertical.

[0050] Based on the above embodiments, in this embodiment, the method further includes: determining whether the real-time status parameters of the vehicle meet the activation conditions of the crosswind control mode of the windshield.

[0051] The real-time vehicle status parameters include wind speed, the angle between the wind direction and the vehicle's direction of travel, the duration of crosswinds, and the steering wheel angle. During vehicle operation, the main controller 1 analyzes the wind speed, the angle between the wind direction and the vehicle's direction of travel, the duration of crosswinds, and the steering wheel angle collected by sensors 10 on the vehicle body, and determines whether the real-time vehicle status parameters meet the activation conditions for the crosswind control mode. Sensors 10 include a wind speed sensor and a wind direction sensor.

[0052] When the vehicle's real-time status parameters meet the activation conditions for the crosswind control mode, the wing adjustment unit is adjusted to the crosswind control mode, so that the wind force applied to the vehicle in the forward direction is converted into a deflection force that counteracts the vehicle's crosswind influence, thus maintaining the vehicle's safety, stability, and maneuverability.

[0053] The activation conditions for the crosswind control mode of the wing include a first activation condition and a second activation condition, and the crosswind control mode of the wing includes a first crosswind control mode and a second crosswind control mode of the wing.

[0054] When the vehicle's real-time status parameters meet the activation conditions for the crosswind control mode, the wing adjustment unit is adjusted to the crosswind control mode. The specific steps include steps 1021 to 1022:

[0055] Step 1021: When the real-time status parameters of the vehicle meet the first activation condition, adjust the windshield adjustment unit to the first windshield crosswind control mode.

[0056] It should be noted that the first activation conditions include: the crosswind speed is greater than the first threshold, the absolute value of the angle between the wind direction and the vehicle's direction of travel is within the range of the second threshold, the vehicle is in the crosswind section for a period of time greater than the third threshold, and the vehicle's steering wheel angle is less than the fourth threshold.

[0057] The second threshold range is 30° to 150°. That is, when the crosswind speed is greater than the first threshold, the absolute value of the angle between the wind direction and the vehicle's direction of travel is within 30° to 150°, the vehicle is in a crosswind section for a longer period than the third threshold, and the vehicle's steering wheel angle is less than the fourth threshold, the vehicle's real-time status parameters meet the first activation condition. At this time, the wind vane adjustment unit is adjusted to the first wind vane crosswind control mode.

[0058] Specifically, the main controller 1 activates the wing control motor on the vehicle that faces the opposite direction to the windward side to adjust the wing angle. That is, when the crosswind comes into contact with the vehicle from the right side, the right side of the vehicle is the windward side, so the main controller 1 activates the left wing control motor 2 to adjust the angle of the left wing 6; when the crosswind comes into contact with the vehicle from the left side, the left side of the vehicle is the windward side, so the main controller 1 activates the right wing control motor 3 to adjust the angle of the right wing 7.

[0059] Next, the magnitude and direction of the crosswind force acting on the vehicle are estimated in real time using dynamic signals such as wind speed, wind direction, temperature, and altitude, based on the crosswind lateral force calculation formula:

[0060] The lateral force exerted on a vehicle by a crosswind = air density × vehicle's lateral projected area × [wind speed × sin(angle between wind direction and vehicle's direction of travel)] 2 That is, Fb = ρ × Sb × [V × sin(θ)] 2 .

[0061] Where Fb is the lateral force exerted on the vehicle by the crosswind; ρ is the air density; Sb is the lateral projected area of ​​the vehicle; V is the wind speed measured by the wind speed sensor 10; and θ is the angle between the wind direction and the vehicle's forward direction. It should be noted that: Figure 4 As shown in the figure, X represents the wind direction and Y represents the vehicle's forward direction. When the crosswind blows from the left side of the vehicle's forward direction, the angle θ between the wind direction and the vehicle's forward direction is positive; when the crosswind blows from the right side of the vehicle's forward direction, the angle θ between the wind direction and the vehicle's forward direction is negative.

[0062] When the lateral force generated by the wing is equal to the lateral force affected by the crosswind, the vehicle body remains balanced;

[0063] like Figure 5 As shown, when θ is negative, that is, when the crosswind X blows in from the right side of the vehicle's direction of travel, the vehicle's left wing 6 is adjusted. By adjusting the angle of the left wing 6, the lateral force of the vehicle is reduced to 0. Figure 5 The F2 wind is from the front.

[0064] The lateral force generated by the left wing 6 = air density × area of ​​left wing 6 × sin(angle between left wing 6 and vehicle body) × [wind speed × cos(angle between wind direction and vehicle direction of travel)] 2 ;

[0065] That is, F1=ρ×S1×sin(θ1)×[V×cos(θ)] 2 Where F1 is the lateral force generated by the left wing 6; ρ is the air density; S1 is the area of ​​the left wing 6; θ1 is the angle between the left wing 6 and the vehicle body; V is the wind speed measured by the wind speed sensor 10; and θ is the angle between the wind direction and the vehicle's forward direction.

[0066] The lateral force F1 generated by the left wing 6 must be equal to the lateral force Fb caused by the crosswind affecting the vehicle. Therefore, given the lateral force F1 generated by the left wing 6, the air density, the area of ​​the left wing 6, the wind speed measured by the wind speed sensor 10, and the angle between the wind direction and the vehicle's forward direction, we can use the formula F1=ρ×S1×sin(θ1)×[V×cos(θ)] to calculate the lateral force. 2 The angle between the left wing 6 and the vehicle body is calculated, and finally the left wing control motor 2 adjusts the angle of the left wing 6 based on the calculated angle between the left wing 6 and the vehicle body.

[0067] When θ is positive, that is, when the crosswind blows in from the left side of the vehicle's direction of travel, adjust the right wing 7 of the vehicle. By adjusting the angle of the right wing 7, the lateral force of the vehicle is reduced to 0.

[0068] The lateral force generated by the right wing 7 = air density × area of ​​the right wing 7 × sin(angle between the right wing 7 and the vehicle body) × [wind speed × cos(angle between wind direction and vehicle direction of travel)] 2 ;

[0069] That is, F2=ρ×S2×sin(θ2)×[V×cos(θ)] 2 Where F2 is the lateral force generated by the right wing 7; ρ is the air density; S2 is the area of ​​the right wing 7; θ2 is the angle between the right wing 7 and the vehicle body; V is the wind speed measured by the wind speed sensor 10; and θ is the angle between the wind direction and the vehicle's forward direction.

[0070] The lateral force F1 generated by the right wing 7 must be equal to the lateral force Fb caused by the crosswind affecting the vehicle. Therefore, given the lateral force F2 generated by the right wing 7, the air density, the area of ​​the right wing 7, the wind speed measured by the wind speed sensor 10, and the angle between the wind direction and the vehicle's forward direction, we can apply the formula F2=ρ×S2×sin(θ2)×[V×cos(θ)]. 2 The angle between the right wing 7 and the vehicle body is calculated, and finally the right wing control motor 3 adjusts the angle of the right wing 7 based on the calculated angle between the right wing 7 and the vehicle body.

[0071] The main controller 1 of the wind turbine updates the theoretical calculation values ​​every 200ms.

[0072] Furthermore, after adjusting the wind vane adjustment unit to the first wind vane crosswind control mode, the method also includes: determining whether the vehicle body is deviating based on the signal from the vehicle yaw angle sensor 10, and adjusting the side wind vane angle when the vehicle body is deviating.

[0073] Lateral stability adjustment of the vehicle body via side wing: When the vehicle deviates to the left, the left wing control motor 2 controls the angle between the left wing 6 and the vehicle body to decrease, while the right wing control motor 3 controls the angle between the right wing 7 and the vehicle body to increase. The combined force causes the vehicle to deviate to the right, offsetting the vehicle's leftward deviation. When the vehicle deviates to the right, the right wing control motor 3 controls the angle between the right wing 7 and the vehicle body to decrease, while the left wing control motor 2 controls the angle between the left wing 6 and the vehicle body to increase. The combined force causes the vehicle to deviate to the left, offsetting the vehicle's rightward deviation.

[0074] Meanwhile, after adjusting the wing adjustment unit to the first wing crosswind control mode, the wing adjustment unit will exit the first wing crosswind control mode when the vehicle meets the following conditions: the lateral wind speed is lower than the first threshold and continues for a set time (in this embodiment, the set time is 500ms); or the vehicle speed is lower than the set vehicle speed.

[0075] Step 1022: When the real-time status parameters of the vehicle meet the second activation condition, adjust the windshield adjustment unit to the second windshield crosswind control mode.

[0076] It should be noted that the second activation condition includes: the lateral wind speed is greater than the first threshold, the vehicle steering wheel angle is less than the fourth threshold, and the vehicle speed is greater than the fifth threshold.

[0077] In other words, when the vehicle's real-time status parameters simultaneously meet the conditions that the lateral wind speed is greater than the first threshold, the vehicle's steering wheel angle is less than the fourth threshold, and the vehicle speed is greater than the fifth threshold, the wind deflector adjustment unit will be adjusted to the second wind deflector crosswind control mode.

[0078] Specifically, when a car is turning while being affected by crosswinds, it is more likely that the degree of vehicle steering will not match the driver's expectations:

[0079] When the crosswind is in the same direction as the vehicle's deflection, the vehicle is more prone to oversteer at the same steering angle; when the crosswind is in the opposite direction, the vehicle is more prone to understeer. In this situation, the wing adjustment unit can preventively adjust the angle difference between the side wings, specifically the angle difference between the left wing 6 and the right wing 7. In addition to the friction between the tires and the ground, this provides an extra lateral force to stabilize the vehicle's attitude. This makes the vehicle's steering process more in line with the driver's expectations and prevents the vehicle from skidding or fishtailing.

[0080] Among them, see Figure 6 As shown, the lateral force generated by the left wing 6 is: F1=ρ×S1×sin(θ1)×[V×cos(θ)] 2 The lateral force generated by the right wing 7 is: F3 = ρ × S2 × sin(θ2) × [V × cos(θ)] 2 . Figure 6The winds at F2 and F4 are positive.

[0081] When the vehicle's real-time status parameters meet the second activation condition, the left wing 6 and right wing 7 are first adjusted to a 45° angle with the vehicle body to generate the maximum steady-state force for centering the vehicle. The subsequent angles between the left wing 6 and right wing 7 and the vehicle body are then dynamically adjusted.

[0082] Specifically, the crosswind force F of the vehicle from left to right is set as positive, that is, the crosswind blows in from the left side of the vehicle's direction of travel, and the crosswind force F is positive; the crosswind force F of the vehicle from right to left is set as negative, that is, the crosswind blows in from the right side of the vehicle's direction of travel, and the crosswind force F is negative.

[0083] The angle adjustment of the left wing 6 generates a force that moves the vehicle from left to right, while the angle adjustment of the right wing 7 generates a force that moves the vehicle from right to left.

[0084] When the crosswind force F is positive, the angle of the right wing needs to be reduced so that F1-F3 approach F, in order to increase the vehicle's lateral stability; when the crosswind force F is negative, the angle of the left wing needs to be reduced so that F3-F1 approach F, in order to increase the vehicle's lateral stability.

[0085] Based on the above embodiments, in this embodiment, after the real-time vehicle status parameters meet the activation conditions of the crosswind control mode, the method further includes the following steps:

[0086] Determine if the vehicle is in a high-speed emergency braking state. If so, adjust the wing adjustment unit to the wing auxiliary braking mode; otherwise, adjust the wing adjustment unit to the wing crosswind control mode.

[0087] Specifically, once the vehicle's real-time status parameters meet the activation conditions for the crosswind control mode, it is also necessary to continuously determine whether the vehicle is in a high-speed emergency braking state. When the vehicle is in a high-speed emergency braking state, emergency braking control takes priority, and the windshield adjustment unit needs to be adjusted to the windshield auxiliary braking mode. When the vehicle is not in a high-speed emergency braking state, the windshield adjustment unit is adjusted to the windshield crosswind control mode.

[0088] Based on the above embodiments, in this embodiment, the method further includes: determining whether the road condition information meets the crosswind prevention and control activation conditions; when the road condition information meets the crosswind prevention and control activation conditions, adjusting the wind vane adjustment unit to the crosswind prevention and control mode.

[0089] Specifically, the main controller 1 of the wind wing is linked with the vehicle navigation system and GPS positioning system. When the vehicle is about to pass through road conditions prone to crosswinds, such as crosswind warnings, tunnel exits, and bridges, the road condition information meets the conditions for starting the crosswind prevention and control system, and the crosswind prevention and control system is activated, adjusting the wind wing adjustment unit to the crosswind prevention and control mode.

[0090] First, the main controller 1 of the wind vane estimates the air density of the area where the vehicle is traveling based on altitude and temperature: ρ = P / [0.2869 x (T + 273.1)]. Where ρ is the air density; P is the air pressure; T is the temperature in Celsius; and h is the altitude.

[0091] The relationship between altitude and air pressure is shown in the table below:

[0092]

[0093] After obtaining the air density, the main controller 1 of the wind turbine will calculate the maximum downforce that the upper wind turbine 8 can generate based on the wind speed:

[0094] The downforce generated by a headwind = air density × area of ​​upper wing 8 × sin(angle between upper wing 8 and vehicle body) × [wind speed × cos(angle between wind direction and vehicle direction of travel)] 2 ;

[0095] F 压 =ρ×S3×sin(θ3)×[V×cos(θ)] 2 Where ρ is the air density; S3 is the area of ​​the upper wing 8; θ3 is the angle between the upper wing 8 and the vehicle body; V is the wind speed measured by the wind speed sensor 10; and θ is the angle between the wind direction and the vehicle's forward direction. 压 It can increase the vehicle's grip and its ability to prevent rollover and skidding. For example, vehicles with a small total mass and a large lateral projection area, such as vans / box trucks, may skid when passing through sections of road with a level 5 crosswind. Adjusting the wind vane adjustment unit to the crosswind prevention and control mode is equivalent to adding weight to the vehicle, which significantly enhances its resistance to crosswinds.

[0096] Setting θ3 to the maximum downforce generated by the frontal wind when the angle between the upper wing 8 and the vehicle body is 45°, calculate the downforce F at this point. 压 The system calculates the maximum downforce to determine whether the vehicle can remain stable under the current crosswind. When the crosswind force is greater than or close to the limit at which the vehicle can remain stable, a pop-up window prompts the driver to gently steer to prevent the vehicle from overturning.

[0097] The stability of a vehicle can be judged based on the following conditions:

[0098] In some possible embodiments, the vehicle tilt angle data collected by the vehicle tilt angle sensor 10 is compared with a threshold. When the vehicle tilt angle data is greater than the threshold, the side wing angle needs to be adjusted. That is, when the vehicle deviates to the left, the left wing control motor 2 controls the angle between the left wing 6 and the vehicle body to decrease, and the right wing control motor 3 controls the angle between the right wing 7 and the vehicle body to increase. The combined force causes the vehicle to deviate to the right, offsetting the vehicle's leftward deviation. When the vehicle deviates to the right, the right wing control motor 3 controls the angle between the right wing 7 and the vehicle body to decrease, and the left wing control motor 2 controls the angle between the left wing 6 and the vehicle body to increase. The combined force causes the vehicle to deviate to the left, offsetting the vehicle's rightward deviation.

[0099] In other possible embodiments, the maximum crosswind force that the vehicle can withstand under normal conditions can be calculated based on parameters such as vehicle weight and vehicle height. This maximum crosswind force is then added to the current downforce F to obtain the maximum crosswind force the vehicle can withstand at that moment. This maximum crosswind force is then compared to the actual crosswind force experienced by the vehicle. If the maximum crosswind force the vehicle can withstand is less than the actual crosswind force experienced, the vehicle height can be lowered by adjusting the suspension to increase the maximum crosswind force the vehicle can withstand.

[0100] Based on the above embodiments, in this embodiment, the method further includes: when the vehicle is in a braking system failure state, adjusting the windshield adjustment unit to the windshield backup braking mode.

[0101] Specifically, when the vehicle uses the EMB braking system for braking, the brake-by-wire fails and loses the ability to mechanically transmit hydraulic deceleration. At this time, the main controller 1 of the wind deflector controls the upper wind deflector control motor 4 to drive the upper wind deflector 8 to fully open, the left wind deflector control motor 2 to drive the left wind deflector 6 to fully open, and the right wind deflector control motor 3 to drive the right wind deflector 7 to fully open. This maximizes the frontal area and drag coefficient of the upper wind deflector 8, left wind deflector 6, and right wind deflector 7, thereby reducing the vehicle speed.

[0102] In summary, this application incorporates an upper wing 8, a left wing 6, a right wing 7, and a rear wing 9, increasing the number of adjustable wings, altering their arrangement, and enhancing their influence on vehicle attitude. The main wing controller 1 controls the left wing control motor 2, right wing control motor 3, upper wing control motor 4, and rear wing control motor 5 to adjust the attitude of the corresponding wings, achieving optimal adjustment. The main wing controller 1 integrates vehicle speed, wind speed, wind direction, and braking signals to adjust the wing adjustment unit's mode in real time. When the vehicle passes through crosswind sections, the angle of the side wings can be adjusted accordingly. Adjusting and counteracting the effects of crosswinds; when a vehicle decelerates, it increases its frontal area, making full use of wind resistance and converting it into resistance in the direction of motion and vertical pressure, increasing grip and significantly shortening braking distance; when a vehicle accelerates, in addition to the tire pressure on the ground generated by the vehicle's own weight, it can also convert some wind resistance into downward force, improving vehicle grip and shortening acceleration time; currently, cars can usually only change the vehicle's trajectory by adjusting the wheels with the steering wheel, but the wind wing adjustment unit can actively generate lateral force by adjusting the angle of the side wings, greatly improving the vehicle's maneuverability.

[0103] Secondly, this application provides a vehicle posture adjustment system, which includes: a first module and a second module. The first module is used to determine the vehicle driving state; the second module is used to adjust the wing adjustment unit to the wing auxiliary braking mode when the vehicle is in a high-speed emergency braking state, and to adjust the wing adjustment unit to the turbulence reduction mode when the vehicle is in a high-speed driving state; wherein, the high speed means the vehicle speed is greater than the set speed.

[0104] In this application, during vehicle operation, the vehicle's driving status is determined. When the vehicle is in a high-speed emergency braking state, the wing adjustment unit is adjusted to the wing-assisted braking mode. When the vehicle is in a high-speed driving state, the wing adjustment unit is adjusted to the turbulence-reducing mode. This allows the wing adjustment unit to adjust the mode according to different situations, so that the vehicle can be adjusted to the optimal body posture, improving the driving experience, enhancing braking force, and improving safety.

[0105] Meanwhile, this application includes an upper wing 8, a left wing 6, a right wing 7, and a rear wing 9, increasing the number of adjustable wings, changing the wing arrangement, and enhancing the wing's influence on the vehicle's attitude. The wing main controller 1 controls the left wing control motor 2, right wing control motor 3, upper wing control motor 4, and rear wing control motor 5 to adjust the attitude of the corresponding wings, achieving optimal adjustment. The wing main controller 1 integrates vehicle speed, wind speed, wind direction, braking, and other signals to adjust the wing adjustment unit's mode in real time. When the vehicle passes through a crosswind section, the angle of the side wings can be adjusted accordingly. Adjusting and counteracting the effects of crosswinds; when a vehicle decelerates, it increases its frontal area, making full use of wind resistance and converting it into resistance in the direction of motion and vertical pressure, increasing grip and significantly shortening braking distance; when a vehicle accelerates, in addition to the tire pressure on the ground generated by the vehicle's own weight, it can also convert some wind resistance into downward force, improving vehicle grip and shortening acceleration time; currently, cars can usually only change the vehicle's trajectory by adjusting the wheels with the steering wheel, but the wind wing adjustment unit can actively generate lateral force by adjusting the angle of the side wings, greatly improving the vehicle's maneuverability.

[0106] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0107] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0108] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method for adjusting vehicle body posture, characterized in that, It includes: Determine the vehicle's driving status; When the vehicle is in a state of high-speed emergency braking, adjust the wing adjustment unit to the wing auxiliary braking mode. When the vehicle is traveling at high speed, adjust the windshield adjustment unit to the turbulence reduction mode; Wherein, "high speed" means the vehicle speed is greater than the set speed; The method further includes: Determine whether the vehicle's real-time status parameters meet the activation conditions for the crosswind control mode of the windshield. When the real-time status parameters of the vehicle meet the activation conditions of the crosswind control mode, the windshield adjustment unit is adjusted to the crosswind control mode. The activation conditions for the crosswind control mode of the wind wing include a first activation condition and a second activation condition. The crosswind control mode of the wind wing includes a first crosswind control mode and a second crosswind control mode of the wind wing. When the vehicle's real-time status parameters meet the activation conditions for the crosswind control mode, the wing adjustment unit is adjusted to the crosswind control mode. The specific steps include: When the real-time status parameters of the vehicle meet the first activation condition, the windshield adjustment unit is adjusted to the first windshield crosswind control mode. When the vehicle's real-time status parameters meet the second activation condition, the windshield adjustment unit is adjusted to the second windshield crosswind control mode. The first activation conditions include: the crosswind speed is greater than the first threshold, the absolute value of the angle between the wind direction and the vehicle's direction of travel is within the range of the second threshold, the vehicle is in the crosswind section for a period of time greater than the third threshold, and the vehicle's steering wheel angle is less than the fourth threshold. The second activation conditions include: lateral wind speed greater than the first threshold, vehicle steering wheel angle less than the fourth threshold, and vehicle speed greater than the fifth threshold.

2. The vehicle body posture adjustment method as described in claim 1, characterized in that: The wind wing auxiliary mode is as follows: the upper wind wing (8) and the side wind wing are raised to the first height, the angle between the upper wind wing (8) and the vehicle body is adjusted to the first angle, and the angle between the side wind wing and the vehicle body is adjusted to the second angle; The turbulence reduction mode is as follows: the upper wing (8) and side wings are retracted, the tail wing (9) is raised to the second height, and the angle between the tail wing (9) and the vehicle body is adjusted to the third angle.

3. The vehicle body posture adjustment method as described in claim 1, characterized in that, Once the vehicle's real-time status parameters meet the activation conditions for the crosswind control mode, the method further includes the following steps: Determine if the vehicle is in a state of high-speed emergency braking; If so, adjust the wing adjustment unit to wing auxiliary braking mode; Otherwise, adjust the wing adjustment unit to the wing crosswind control mode.

4. The vehicle body posture adjustment method as described in claim 1, characterized in that, The method further includes: Determine whether the road condition information meets the conditions for initiating crosswind prevention and control; When the road condition information meets the conditions for activating crosswind prevention and control, adjust the wind vane adjustment unit to crosswind prevention and control mode.

5. The vehicle body posture adjustment method as described in claim 1, characterized in that, The vehicle driving state includes the braking state, which includes the vehicle high-speed emergency braking state and the vehicle normal braking state. When the vehicle is in a braking state, the method further includes: Determine if the vehicle is in a state of high-speed emergency braking; If so, adjust the wing adjustment unit to wing auxiliary braking mode; Otherwise, adjust the wing adjustment unit to the wing's normal braking mode.

6. The vehicle body posture adjustment method as described in claim 1, characterized in that, The method further includes: When the vehicle is in a state of brake system failure, adjust the wing adjustment unit to the wing backup braking mode.

7. A vehicle body posture adjustment system, characterized in that, It includes: The first module is used to determine the vehicle's driving status. The second module is used to adjust the wing adjustment unit to the wing-assisted braking mode when the vehicle is in a high-speed emergency braking state, and to the turbulence-reducing mode when the vehicle is in a high-speed driving state. Wherein, "high speed" means the vehicle speed is greater than the set speed; It also includes a third module: Determine whether the vehicle's real-time status parameters meet the activation conditions for the crosswind control mode of the windshield. When the real-time status parameters of the vehicle meet the activation conditions of the crosswind control mode, the windshield adjustment unit is adjusted to the crosswind control mode. The activation conditions for the crosswind control mode of the wind wing include a first activation condition and a second activation condition. The crosswind control mode of the wind wing includes a first crosswind control mode and a second crosswind control mode of the wind wing. The third module also includes: When the real-time status parameters of the vehicle meet the first activation condition, the windshield adjustment unit is adjusted to the first windshield crosswind control mode. When the vehicle's real-time status parameters meet the second activation condition, the windshield adjustment unit is adjusted to the second windshield crosswind control mode. The first activation conditions include: the crosswind speed is greater than the first threshold, the absolute value of the angle between the wind direction and the vehicle's direction of travel is within the range of the second threshold, the vehicle is in the crosswind section for a period of time greater than the third threshold, and the vehicle's steering wheel angle is less than the fourth threshold. The second activation conditions include: lateral wind speed greater than the first threshold, vehicle steering wheel angle less than the fourth threshold, and vehicle speed greater than the fifth threshold.

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