Vehicle shell, vehicle, control method, device and storage medium

Abstract

The present application relates to a vehicle shell, a vehicle, a control method, a device and a storage medium. The vehicle shell includes a shell, the shell is formed with an arc-shaped portion, the arc-shaped portion is used to reduce wind resistance, the arc-shaped portion includes a drag reduction portion, and one end of the drag reduction portion is movably arranged. The vehicle shell of the present application enables the arc-shaped portion to effectively reduce wind resistance in different situations, thereby ensuring the drag reduction effect of the arc-shaped portion. In addition, the back pressure recovery ability of the vehicle shell is ensured, and the vehicle shell has an effective drag reduction effect.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle housing, a vehicle, a control method, a device and a storage medium. Background Art

[0002] Vehicles are affected by wind resistance during driving. In the related art, a drag reduction structure is mainly provided on the vehicle to reduce the influence of wind resistance, but the drag reduction structure in the related art is difficult to adapt to different situations. Summary of the invention

[0003] An embodiment of the present application provides a vehicle shell that realizes active adjustment of the arc portion to at least partially solve the above-mentioned technical problem.

[0004] In order to achieve the above object, according to a first aspect of the present application, a vehicle housing is provided, comprising:

[0005] The shell is formed with an arc-shaped portion, the arc-shaped portion is used to reduce wind resistance, the arc-shaped portion includes a drag reduction portion, and one end of the drag reduction portion is movably arranged.

[0006] Optionally, the shell includes a main body, the arc-shaped portion is connected to the main body, and the arc-shaped portion protrudes in a direction away from an outer wall surface of the main body.

[0007] Optionally, the arc-shaped portion includes a connecting portion and the drag reducing portion, the connecting portion is fixedly connected to the body, and the other end of the drag reducing portion is connected to the body, so that one end of the drag reducing portion can move relative to the connecting portion.

[0008] Optionally, the drag reducing portion may be rotatably connected to the body.

[0009] Optionally, the connecting portion and the drag reducing portion are arranged in sequence along a direction from the front portion of the vehicle shell to the rear portion of the vehicle shell.

[0010] Optionally, the vehicle housing further comprises a pressure detection component, and the pressure detection component is disposed on the arc-shaped portion.

[0011] Optionally, the pressure detection assembly includes a first pressure detection component and a third pressure detection component, the first pressure detection component is arranged at an end of the connecting part away from the drag reduction part, and the third pressure detection component is arranged at an end where the drag reduction part is connected to the main body.

[0012] Optionally, the pressure detection assembly further includes a second pressure detection component, and the second pressure detection component is arranged at one end of the drag reduction portion close to the connecting portion.

[0013] Optionally, the vehicle housing further includes a first position detection component, and the first position detection component is used to detect the position of the drag reduction portion.

[0014] According to a second aspect of the present application, a vehicle is also provided, comprising the vehicle shell as described above.

[0015] Optionally, the vehicle further comprises a rear wing, wherein the rear wing is connected to the shell, the rear wing is movable relative to the shell, and the rear wing is arranged opposite to the arc-shaped portion.

[0016] Optionally, the vehicle further includes a second position detection component, and the second position detection component is used to detect the position of the tail wing.

[0017] Optionally, the shell is formed with a receiving groove, the receiving groove is used to receive the tail wing, and the arc-shaped portion is formed at the bottom wall of the receiving groove.

[0018] According to a third aspect of the present application, a control method is also provided, comprising:

[0019] obtaining the wind pressure at the arc-shaped portion;

[0020] The position of the drag reducing portion is controlled and adjusted based on the wind pressure at the arc-shaped portion.

[0021] Optionally, the arc-shaped portion includes a connecting portion and a drag reduction portion, the housing includes a body, the connecting portion is fixedly connected to the body, and the other end of the drag reduction portion is connected to the body, so that one end of the drag reduction portion can move relative to the connecting portion, and one end of the drag reduction portion is the lowest point of the arc-shaped portion;

[0022] The step of obtaining the wind pressure at the arc-shaped portion comprises:

[0023] Obtain the wind pressure P at one end of the connecting portion away from the drag reduction portion A , and the wind pressure P at the other end of the drag reduction portion C ;

[0024] The step of controlling and adjusting the position of the drag reduction portion based on the wind pressure at the arc-shaped portion comprises:

[0025] If P is determined C <nP A , then the position of one end of the drag reduction portion is controlled and adjusted, wherein n is the adjustable wind pressure control coefficient, n>1.

[0026] Optionally, the controlling and adjusting the position of one end of the drag reduction portion includes:

[0027] Determining the total pressure of the airflow at the connection portion based on the static pressure and the dynamic pressure of the airflow at the connection portion;

[0028] determining a total pressure at the drag reduction portion based on a static pressure of the airflow and a dynamic pressure of the airflow at the drag reduction portion;

[0029] determining a height of one end of the drag reduction portion based on a total airflow pressure at the connection portion and a total airflow pressure at the drag reduction portion;

[0030] Based on the height of the one end of the drag reducing portion, the position of the one end of the drag reducing portion is controlled and adjusted.

[0031] Optionally, the vehicle shell further comprises a tail wing, the tail wing is connected to the shell, the tail wing is movable relative to the shell, and the arc-shaped portion is arranged opposite to the tail wing;

[0032] The obtaining of the wind pressure at the arc-shaped portion comprises:

[0033] Obtaining the lift distance of the tail wing;

[0034] If the lifting distance of the tail wing is greater than a preset value, the wind pressure at the arc portion is obtained.

[0035] According to a third aspect of the present application, there is further provided a control device, comprising an acquisition module, for acquiring the wind pressure at the arc-shaped portion;

[0036] A control module is used to control and adjust the position of the drag reduction portion based on the wind pressure at the arc-shaped portion.

[0037] According to the non-transitory computer-readable storage medium of the fourth aspect embodiment of the present application, the non-transitory computer-readable storage medium includes a computer program, and the computer program implements the above-mentioned control method when executed by the processor.

[0038] According to the computer program product of the fifth aspect of the present application, the computer program product includes a computer program, and when the computer program is executed by the processor, the above-mentioned control method is implemented.

[0039] In the vehicle shell of the embodiment of the present application, one end of the drag reduction part is movably arranged, and the shape of the arc part can be changed by controlling the movement of the drag reduction part, so that the arc part can be adjusted according to the actual situation, so that the arc part can adapt to different situations, so that the arc part can effectively reduce the wind resistance in different situations, and ensure the drag reduction effect of the arc part. In addition, the back pressure recovery ability of the vehicle shell is guaranteed, and the drag of the vehicle shell is effectively reduced.

[0040] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0042] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0043] Figure 1 is a schematic structural diagram of a vehicle housing provided in an exemplary embodiment of the present disclosure, wherein the other end of the drag reduction portion is spaced apart from the connection portion;

[0044] Figure 2 is a schematic structural diagram of a vehicle housing provided in an exemplary embodiment of the present disclosure, wherein the other end of the drag reduction portion abuts against the connection portion;

[0045] Figure 3 is one of the structural schematic diagrams of a vehicle housing provided in an exemplary embodiment of the present disclosure;

[0046] Figure 4 is a second structural schematic diagram of a vehicle housing provided in an exemplary embodiment of the present disclosure;

[0047] Figure 5 is a third structural schematic diagram of a vehicle housing provided in an exemplary embodiment of the present disclosure;

[0048] Figure 6 is a flow chart of a control method provided in an exemplary embodiment of the present disclosure;

[0049] Figure 7 is a schematic diagram of a structure provided in an exemplary embodiment of the present disclosure;

[0050] Figure 8 A control flow chart for the tail lift provided in an exemplary embodiment of the present disclosure;

[0051] Fig. 9 A control flow chart when the tail wing falls provided in an exemplary embodiment of the present disclosure;

[0052] Fig.10 It is a structural schematic diagram of a control device provided in an exemplary embodiment of the present disclosure;

[0053] Fig.11 It is a schematic diagram of the structure of an electronic device provided in an exemplary embodiment of the present disclosure.

[0054] Description of reference numerals:

[0055] 1. Shell; 2. Position regulator; 3. Pressure detection assembly; 4. First position detection member; 5. Tail wing; 6. Drag reduction structure; 7. Second position detection member; 8. Limiting portion; 11. Arc portion; 12. Main body; 13. Accommodating groove; 31. First pressure detection member; 32. Second pressure detection member; 33. Third pressure detection member; 111. Drag reduction portion; 112. Connecting portion. DETAILED DESCRIPTION

[0056] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0057] According to the first aspect of this application, see Figure 1 and Figure 2 The present disclosure provides a vehicle shell. The vehicle shell includes a shell 1, the shell 1 is formed with an arc-shaped portion 11, the arc-shaped portion 11 is used to reduce wind resistance, the arc-shaped portion 11 includes a drag reduction portion 111, and one end of the drag reduction portion 111 is movably arranged.

[0058] It is understandable that one end of the drag reduction portion 111 is movably arranged, and the shape of the arc portion 11 can be changed by controlling the movement of the drag reduction portion 111, so that the arc portion 11 can be adjusted according to actual conditions, so that the arc portion 11 can adapt to different conditions, so that the arc portion 11 can effectively reduce wind resistance in different conditions, and ensure the drag reduction effect of the arc portion 11. In addition, the back pressure recovery capacity of the vehicle shell is guaranteed, and the drag of the vehicle shell is effectively reduced.

[0059] The vehicle drag reduction structure in the related art is fixed and cannot be adjusted. When the wind speed or wind direction passing through the drag reduction structure changes, the drag reduction effect of the drag reduction structure may decrease, and it is difficult to effectively reduce the drag of the vehicle. The present application sets the drag reduction portion 111 of the arc portion 11 to be movable, and then the drag reduction portion 111 can be adjusted in real time according to the specific situation of the wind speed or wind direction passing through the arc portion 11, so that the arc portion 11 can continue to have an effective drag reduction effect, which can effectively reduce the drag of the vehicle.

[0060] For example, the entire arc-shaped portion 11 can be used as the drag reducing portion 111 to reduce drag. Alternatively, part of the arc-shaped portion 11 can be used as the drag reducing portion 111 to reduce drag.

[0061] In some embodiments, the arc-shaped portion 11 includes at least two sections of drag reducing portions 111 , and at least one section of the drag reducing portion 111 is movable relative to the other drag reducing portions 111 .

[0062] It is understandable that at least one section of the drag reduction portion 111 is set to be movable, and then the shape of the arc portion 11 can be changed by controlling the movement of at least one section of the drag reduction portion 111 relative to other drag reduction portions 111, so that the arc portion 11 can be adjusted according to actual situations, so that the arc portion 11 can adapt to different situations, so that the arc portion 11 can effectively reduce wind resistance in different situations, and ensure the drag reduction effect of the arc portion 11. In addition, the back pressure recovery capacity of the vehicle shell is guaranteed, and the drag of the vehicle shell is effectively reduced.

[0063] In some embodiments, the housing 1 includes a body 12 , and the arc-shaped portion 11 is connected to the body 12 , and the arc-shaped portion 11 protrudes in a direction away from an outer wall surface of the body 12 .

[0064] It can be understood that the arc portion 11 is connected to the body 12 , so that the arc portion 11 can reduce the drag of the body 12 .

[0065] At the same time, the arc-shaped portion 11 protrudes in a direction away from the outer wall of the body 12 , so that the arc-shaped portion 11 does not protrude from the body 12 , thereby reducing the impact on the appearance of the vehicle housing.

[0066] In some embodiments, see Figure 1 and Figure 2 The arc-shaped portion 11 includes a connecting portion 112 and a drag reducing portion 111 . The connecting portion 112 is fixedly connected to the body 12 , and the other end of the drag reducing portion 111 is connected to the body 12 , so that one end of the drag reducing portion 111 can move relative to the connecting portion 112 .

[0067] It can be understood that by moving one end of the drag reduction portion 111 relative to the connecting portion 112, the arc portion 11 can be adjusted so that the arc portion 11 can adapt to different situations and effectively reduce the drag of the vehicle shell in different situations.

[0068] It can be understood that by moving the drag reduction portion 111, the position of one end of the drag reduction portion 111 can be adjusted. The wind flows along the connecting portion 112 and the drag reduction portion 111, and the position change of one end of the drag reduction portion 111 will affect the drag reduction effect of the arc portion 11, that is, the position of one end of the drag reduction portion 111 will affect the back pressure recovery ability of the vehicle shell, and then the position of one end of the drag reduction portion 111 can be adjusted in real time according to the actual situation to ensure the drag reduction effect of the arc portion 11 and the back pressure recovery ability of the vehicle shell.

[0069] It can be understood that the lowest point of the drag reduction portion 111 will be lower than the connecting portion 112 after the movement, so that the drag reduction portion 111 can play an effective drag reduction effect.

[0070] In some embodiments, the drag reducing portion 111 is rotatably connected to the body 12 .

[0071] It can be understood that by rotating the drag reduction portion 111, while the drag reduction portion 111 rotates relative to the main body 12, one end of the drag reduction portion 111 will move relative to the connecting portion, thereby achieving position adjustment of the other end of the drag reduction portion 111, so that the arc portion 11 can adapt to different situations, so as to provide an effective drag reduction effect in different situations and ensure the back pressure recovery ability of the vehicle shell.

[0072] For some examples, see Figure 1 and Figure 2 The drag reduction part 111 is connected to a position regulator 2, and the position regulator 2 is used to drive the drag reduction part 111 to move so that one end of the drag reduction part 111 moves relative to the connecting part 112. Exemplarily, the position regulator 2 is, for example, a telescopic cylinder or a telescopic motor or any other suitable component that can drive the drag reduction part 111 to move.

[0073] In some embodiments, the connection portion 112 and the drag reduction portion 111 are arranged in sequence along the direction from the front portion of the vehicle shell to the rear portion of the vehicle shell.

[0074] It is understandable that when the vehicle is traveling at high speed (i.e., when drag reduction is required), it is basically in a forward driving state. If the connection portion 112 and the drag reduction portion 111 are not arranged in sequence from the front of the vehicle shell to the rear of the vehicle shell, when one end of the drag reduction portion 111 moves toward the bottom of the vehicle relative to the connection portion 112, the wind will flow along the other end of the drag reduction portion 111 to one end of the drag reduction portion 111. At this time, the connection portion 112 is higher than one end of the drag reduction portion 111, and at least part of the wind will flow to the area between the connection portion 112 and one end of the drag reduction portion 111, reducing the drag reduction effect of the arc portion 11.

[0075] In this embodiment, the connection portion 112 and the drag reduction portion 111 are arranged in sequence from the front of the vehicle to the rear of the vehicle, so that when the vehicle is moving forward, the wind will flow in sequence along the connection portion 112 and the drag reduction portion 111. When one end of the drag reduction portion 111 is controlled to move toward the bottom of the vehicle relative to the connection portion 112, the wind will first flow to the connection portion 112, and then flow out of the arc portion 11 through the drag reduction portion 111, ensuring that the position adjustment of the drag reduction portion 111 can maintain or even improve the drag reduction effect of the arc portion 11 without reducing the drag reduction effect of the arc portion 11.

[0076] In some examples, when one end of the drag reducing portion 111 abuts against the connecting portion 112 , the one end of the drag reducing portion 111 is in an initial position, that is, the adjustment range of the one end of the drag reducing portion 111 is mainly between the connecting portion 112 and the vehicle bottom.

[0077] In some embodiments, when one end of the drag reducing portion 111 abuts against the connecting portion 112 , the one end of the drag reducing portion 111 is the lowest point of the arc-shaped portion 11 .

[0078] It can be understood that adjusting the position of one end of the drag reduction portion 111 is to adjust the position of the lowest point of the arc-shaped portion 11, and the position of the lowest point of the arc-shaped portion 11 will affect the pressure at the other end of the drag reduction portion 111 and the other end of the connecting portion 112 away from the drag reduction portion 111. In other words, by controlling the movement of one end of the drag reduction portion 111, the pressure at the other end of the drag reduction portion 111 and the other end of the drag reduction portion 111 away from the drag reduction portion 111 can be adjusted, thereby ensuring the drag reduction effect of the arc-shaped portion 11 and the back pressure recovery ability of the vehicle shell.

[0079] Specifically, assuming that the wind pressure at the end of the connecting portion 112 away from the drag reduction portion 111 is P A , the wind pressure at the other end of the drag reduction section 111 is P C By adjusting the position of one end of the drag reduction portion 111 (i.e. the position of the lowest point of the arc portion 11), P C ≥nP A , where n is the adjustable wind pressure control coefficient (the adjustable wind pressure control coefficient can be measured in advance or directly obtained based on the data of the vehicle shell), n>1. C ≥nP A , which can ensure the drag reduction effect of the arc-shaped portion 11 and the back pressure recovery ability of the vehicle shell.

[0080] That is to say, the position of the lowest point of the arc-shaped portion 11 will affect the back pressure recovery capability of the vehicle shell. In the present application, one end of the drag reduction portion 111 is set as the lowest point of the arc-shaped portion 11, and one end of the drag reduction portion 111 can be moved relative to the connecting portion 112, that is, the position of the lowest point of the arc-shaped portion 11 can be adjusted to ensure the back pressure recovery capability of the vehicle shell.

[0081] In some embodiments, see Figure 3 The drag reduction structure 6 also includes a pressure detection component 3 , and the pressure detection component 3 is arranged on the arc portion 11 .

[0082] It is understandable that the pressure detection assembly 3 can detect the wind pressure at the arc-shaped portion 11 so as to control the rotation of the drag reduction portion 111 according to the current wind pressure at the arc-shaped portion 11 , thereby achieving real-time adjustment of the arc-shaped portion 11 .

[0083] In some embodiments, the vehicle shell includes a controller and a position regulator 2, the pressure detection component 3 is electrically connected to the controller, and the position regulator 2 is connected to the drag reduction part 111 to drive the drag reduction part 111 to move. After receiving the detection data of the pressure detection component 3, the controller will determine the target position of one end of the drag reduction part 111 according to the data of the pressure detection component 3 and send a corresponding control signal to the position regulator 2 to drive the drag reduction part 111 to move through the position regulator 2, so that the drag reduction part 111 moves to the target position, thereby realizing real-time adjustment of the drag reduction part 111 to ensure that the arc portion 11 can play an effective drag reduction role.

[0084] For some examples, see Figure 1 and Figure 3 The pressure detection assembly 3 includes a first pressure detection member 31 and a third pressure detection member 33. The first pressure detection member 31 is disposed at the other end of the connection portion 112 away from the drag reduction portion 111, and the third pressure detection member 33 is disposed at one end where the drag reduction portion 111 is connected to the body 12. It can be understood that the first pressure detection member 31 can detect the wind pressure at the other end of the connection portion 112 away from the drag reduction portion 111 to obtain the real-time wind pressure P at the other end of the connection portion 112 away from the drag reduction portion 111. A The third pressure detection member 33 can detect the wind pressure at the other end of the drag reduction portion 111 to obtain the real-time wind pressure P at the other end of the drag reduction portion 111. C , so that according to P A and P C The position of the drag reduction portion 111 is adjusted so that P A and P C There is a preset relationship between them (for example, P C >P A , or P C ≥nP A , n is an adjustable wind pressure control coefficient greater than 1), thereby ensuring that the arc portion 11 can play an effective drag reduction role and ensure the back pressure recovery ability of the vehicle shell.

[0085] For example, see Figure 1 and Figure 3 The pressure detection assembly 3 also includes a second pressure detection component 32 , which is disposed at one end of the drag reduction portion 111 close to the connecting portion 112 .

[0086] It can be understood that the second pressure detection member 32 can detect the wind pressure at one end of the drag reduction portion 111 close to the connecting portion 112 to obtain the real-time wind pressure P at one end of the drag reduction portion 111 close to the connecting portion 112. B , and according to P A , P B and P C, the overall wind pressure at the arc-shaped portion 11 can be determined, and then the target position of one end of the drag reduction portion 111 can be determined more accurately.

[0087] Specifically, the vehicle shell also includes a pressure collector, and the first pressure detection component 31, the second pressure detection component 32 and the third pressure detection component 33 are all connected to the pressure collector. The pressure collector is used to collect the detection data of the first pressure detection component 31, the second pressure detection component 32 and the third pressure detection component 33 and transmit it to the controller, so that the controller can determine the target position of one end of the drag reduction part 111 according to the detection data of the first pressure detection component 31, the second pressure detection component 32 and the third pressure detection component 33.

[0088] In some examples, the first pressure detection member 31 , the second pressure detection member 32 , and the third pressure detection member 33 are, for example, pressure sensors.

[0089] In some embodiments, see Figure 3 The vehicle housing further includes a first position detection member 4 , which is used to detect the position of the drag reduction portion 111 .

[0090] It is understandable that the first position detection component 4 can detect the position of the drag reduction portion 111 to obtain the real-time position of the drag reduction portion 111 , and then determine whether the position of the drag reduction portion 111 needs to be adjusted.

[0091] In some examples, the first position detection member 4 may be connected to the drag reduction portion 111, or may be spaced apart from the drag reduction portion 111. Exemplarily, the first position detection member 4 is, for example, a displacement sensor, which is connected to the drag reduction portion 111; the first position detection member 4 is, for example, a rangefinder, which is spaced apart from the drag reduction portion 111.

[0092] In some examples, the first position detecting member 4 is used to detect the position of one end of the drag reducing portion 111 .

[0093] In some embodiments, see Figure 1 and Figure 2 The vehicle housing further includes a limiting portion 8, which is located on the moving path of the drag reduction portion. It can be understood that the limiting portion 8 can limit the movement of the drag reduction portion 111 to prevent the drag reduction portion 111 from continuing to rotate after reaching the rotation limit.

[0094] Exemplarily, the limiting portion 8 is, for example, a limiting support.

[0095] In some examples, the limiting portion 8 is located below the drag reducing portion 111 to limit the movement of the drag reducing portion 111 toward the bottom of the vehicle housing.

[0096] According to the second aspect of this application, please refer to Figure 4and Figure 5 The present disclosure provides a vehicle, which includes the above-mentioned vehicle shell.

[0097] It is understandable that the other end of the drag reduction portion 111 of the vehicle shell is movably arranged, and the shape of the arc portion 11 can be changed by controlling the movement of the drag reduction portion 111, so that the arc portion 11 can be adjusted according to the actual situation, so that the arc portion 11 can adapt to different situations, so that the arc portion 11 can effectively reduce the wind resistance in different situations, and ensure the drag reduction effect of the arc portion 11. In addition, the back pressure recovery capacity of the vehicle shell is guaranteed, and the vehicle has an effective drag reduction effect.

[0098] In some embodiments, the vehicle further includes a rear wing 5 , which is connected to the housing 1 . The rear wing 5 is movable relative to the housing 1 , and the rear wing 5 is disposed opposite to the drag reduction structure 6 .

[0099] It is understandable that the rear wing 5 can increase the downforce of the vehicle shell when it is running, thereby enhancing the vehicle's grip and handling stability. A drag reduction structure 6 is also provided at a relative position to the rear wing 5. When the vehicle is running, the rear wing 5 will be spaced apart from the vehicle shell, that is, gas will flow between the rear wing 5 and the vehicle shell, that is, the gas will flow through the drag reduction structure 6. At this time, the drag reduction structure 6 can play a drag reduction role and reduce wind resistance. In other words, the present application realizes that while the rear wing 5 is used to increase the driving stability of the vehicle shell, the drag reduction structure 6 is used to reduce the wind resistance of the vehicle shell, thereby effectively improving the driving stability of the vehicle.

[0100] It should be noted that the rear wing 5 and the drag reduction structure 6 are arranged opposite to each other, which means that the drag reduction structure 6 is located between the rear wing 5 and the vehicle shell.

[0101] In some examples, the tail wing 5 is, for example, an electric tail wing 5. Specifically, the tail wing 5 is connected to an electric tail wing support, and the electric tail wing support can drive the tail wing 5 to rise and fall and rotate.

[0102] In some embodiments, see Figure 3 The vehicle further includes a second position detection component 7 , which is used to detect the position of the rear wing 5 .

[0103] It is understandable that the second position detection member 7 can detect the position of the tail wing 5 to obtain the real-time position of the tail wing 5 , so as to control and adjust the movement of at least one section of the drag reduction portion 111 according to the real-time position of the tail wing 5 .

[0104] Specifically, the second position detection component 7 transmits the detection data to the controller, and the controller determines whether the distance between the tail wing 5 and the shell 1 is greater than a preset value based on the detection data. If it is greater than, it means that a certain amount of gas will flow to the drag reduction structure 6 at this time, and the arc portion 11 can play a drag reduction role, and then the movement of at least one section of the drag reduction portion 111 can be controlled so that the arc portion 11 can play an effective drag reduction role. If it is less than, it means that no gas or only a small amount of gas will flow to the drag reduction structure 6 at this time, and the arc portion 11 will hardly play a drag reduction role, and then there is no need to control the movement of at least one section of the drag reduction portion 111.

[0105] In some examples, the second position detection member 7 may be connected to the tail 5, or may be spaced apart from the tail 5. Exemplarily, the second position detection member 7 is, for example, a displacement sensor, which is connected to the tail 5; the second position detection member 7 is, for example, a rangefinder, which is spaced apart from the tail 5.

[0106] In some embodiments, see Figure 3 and Figure 5 The housing 1 is formed with a receiving groove 13 for receiving the tail wing 5 , and an arc-shaped portion 11 is formed at the bottom wall of the receiving groove 13 .

[0107] It can be understood that the arc-shaped portion 11 is formed by the depression of the bottom wall of the accommodating groove 13, and the drag reduction structure 6 will not affect the lifting and placement of the tail wing 5, and there is no need to change the shape of the tail wing 5, which is highly feasible.

[0108] In some examples, the tail wing 5 can move relative to the receiving slot 13 to switch between a raised state and a retracted state, wherein in the raised state, the tail wing 5 is spaced apart from the receiving slot 13, and in the retracted state, the tail wing 5 is in contact with the bottom wall of the receiving slot 13.

[0109] According to the third aspect of this application, please refer to Figure 6 , the present disclosure provides a control method. The control method includes:

[0110] Step 101 : Obtain the wind pressure at the arc portion 11 .

[0111] Step 102 : Based on the wind pressure at the arc-shaped portion 11 , control and adjust the position of at least one section of the drag reduction portion 111 .

[0112] It can be understood that, based on the wind pressure at the arc portion 11, it can be determined whether the wind pressure at the arc portion 11 meets the requirements. If not, the position of at least one section of the drag reduction portion 111 can be controlled and adjusted to make the wind pressure at the arc portion 11 meet the requirements, thereby achieving real-time adjustment of the arc portion 11 according to the wind pressure, thereby ensuring that the arc portion 11 can play an effective drag reduction role, ensuring the back pressure recovery ability of the vehicle shell, and effectively reducing the drag of the vehicle shell.

[0113] Specifically, after obtaining the wind pressure at the arc portion 11, the wind pressure at the arc portion 11 is compared with the target wind pressure. When the wind pressure at the arc portion 11 is inconsistent with the target wind pressure or the difference exceeds a preset value, the position of at least one section of the drag reduction portion 111 is controlled to adjust the wind pressure at the arc portion 11.

[0114] In some examples, the wind pressure at the arc portion 11 can be detected by the pressure detection component 3 , and the wind pressure at the arc portion 11 can be obtained by acquiring the detection data of the pressure detection component 3 .

[0115] In some embodiments, the arc-shaped portion 11 includes a connecting portion 112 and a drag reduction portion 111, the housing 1 includes a body 12, the connecting portion 112 is fixedly connected to the body 12, and the other end of the drag reduction portion 111 is connected to the body 12, so that one end of the drag reduction portion 111 can move relative to the connecting portion 112, and one end of the drag reduction portion 111 is the lowest point of the arc-shaped portion 11;

[0116] The step of obtaining the wind pressure at the arc portion 11 includes:

[0117] Obtain the wind pressure P at the end of the connecting portion 112 away from the drag reduction portion 111 A , and the wind pressure P at the other end of the drag reduction portion 111 C ;

[0118] Based on the wind pressure at the arc-shaped portion 11, the step of controlling and adjusting the position of the drag reduction portion 111 includes:

[0119] If P is determined C <nP A , then the position of one end of the drag reduction portion 111 is controlled and adjusted, where n is the adjustable wind pressure control coefficient, n>1.

[0120] It is understandable that in order to ensure the back pressure recovery capability of the vehicle shell, it is necessary to make P C ≥nP A , and the position of the lowest point of the arc-shaped portion 11, that is, the position of one end of the drag reduction portion 111, will affect the wind pressure P of the connecting portion 112 away from the end of the drag reduction portion 111. A , and the wind pressure P at the other end of the drag reduction portion 111 CTherefore, the present application will obtain the current wind pressure P at the end of the connecting portion 112 away from the drag reduction portion 111 A , and the current wind pressure P at the other end of the drag reduction section 111 C , and for P C and P A Compare and determine P C <nP A When P is reached, it means that the wind pressure of the arc portion 11 does not meet the requirements, and the drag reduction effect of the arc portion 11 is insufficient, and then the position of one end of the drag reduction portion 111 is controlled and adjusted until P C ≥nP A .

[0121] In some embodiments, controlling and adjusting the position of one end of the drag reduction portion 111 includes:

[0122] Determine the total pressure of the airflow at the connection portion 112 based on the static pressure and the dynamic pressure of the airflow at the connection portion 112;

[0123] determining a total pressure at the drag reduction portion 111 based on the static pressure of the airflow and the dynamic pressure of the airflow at the drag reduction portion 111;

[0124] Determine the height of one end of the drag reduction portion 111 based on the total airflow pressure at the connection portion 112 and the total airflow pressure at the drag reduction portion 111;

[0125] Based on the height of the one end of the drag reducing portion 111 , the position of the one end of the drag reducing portion 111 is controlled and adjusted.

[0126] It can be understood that when controlling and adjusting the position of one end of the drag reduction portion 111, the static pressure and the dynamic pressure of the airflow at the connection portion 112 are first obtained to determine the total pressure of the airflow at the connection portion 112, and the static pressure and the dynamic pressure of the airflow at the drag reduction portion 111 are first obtained to determine the total pressure at the drag reduction portion 111. Then, according to the total pressure of the airflow at the connection portion 112 and the total pressure of the airflow at the drag reduction portion 111, the height of one end of the drag reduction portion 111 is determined, and then the position of one end of the drag reduction portion 111 is controlled and adjusted according to the determined height of one end of the drag reduction portion 111. In other words, the present application determines the target height of the drag reduction portion 111 by the total pressure of the airflow at the connection portion 112 and the total pressure of the airflow at the drag reduction portion 111, and then the position of one end of the drag reduction portion 111 can be adjusted according to the target so that one end of the drag reduction portion 111 is at the target height.

[0127] See below Figure 7 , the determination of the height of one end of the drag reduction portion 111 is specifically described:

[0128] In order to facilitate determination of the parameter relationship between the height of one end of the drag reduction portion 111 and the wind pressure of the arc-shaped portion 11, the following three assumptions are made in this derivation:

[0129] 1. The direction of the incoming flow entering between the tail 5 and the arc-shaped portion 11 is perpendicular to the moving direction of the tail 5 and is evenly distributed;

[0130] 2. The airflow loss caused by the non-smooth transition from the connecting portion 112 to the drag reduction portion 111 is not considered;

[0131] 3. The tail wing 5 has a large extension, and the airflow between the tail wing 5 and the arc-shaped portion 11 is regarded as a two-dimensional flow, and the movement of the airflow at the side edge of the tail wing 5 is not considered.

[0132] When the airflow passes through the connection portion 112, there is a local total pressure loss. One is the local airflow separation, and the other is the non-smooth transition from the connection portion 112 to the drag reduction portion 111. When the airflow passes through the drag reduction portion 111, the airflow pressure gradually recovers, and there is no total pressure loss. Assume that the total pressure recovery coefficient of the airflow passing through the connection portion 112 is β (β>1), and β can be obtained through simulation or experimental measurement.

[0133] Assume that the end of the connecting portion 112 away from the other end of the drag reducing portion 111 is point A, the end of one end of the drag reducing portion 111 is point B, and the end of the other end of the drag reducing portion 111 is point C.

[0134] According to the Bernoulli equation, the total pressure of the airflow passing through A, B, and C is expressed as follows:

[0135] (1)

[0136] (2)

[0137] (3)

[0138] In the formula, symbols TP, P, DP represent the total pressure, static pressure and dynamic pressure of the airflow respectively. The static pressure of the airflow passing through points A, B, and C is measured by the pressure sensor 101.

[0139] The total pressure relationship of the airflow passing through A, B, and C is as follows:

[0140] (4)

[0141] The total pressure of the airflow passing through A, B, and C is expressed as follows:

[0142] (5)

[0143] (6)

[0144] (7)

[0145] In the formula, the variables and v represent the airflow density and velocity respectively. In incompressible flow, they can be regarded as constants.

[0146] According to the law of conservation of airflow mass, the flow rate relationship of airflow passing through A, B, and C is expressed as follows:

[0147] (8)

[0148] Wherein, variable h represents the spatial height of the airflow region (i.e., the spatial height between the tail 5 and the housing 1). For any fixed-profile tail 5, variable h is only affected by the lifting and lowering movement of the tail 5.

[0149] The height relationship of the airflow at A, B, and C can be further expressed as

[0150] (9)

[0151] (10)

[0152] In formula (9), b and c represent the ratio of the spatial height of the watershed at B and C to the spatial height of the watershed at A, respectively, and both are greater than 1, where c is a constant and b changes according to the change of the height position of point B. In formula (10), H is the height difference between points BC, which changes with the change of the height position of point B. It is the height difference of point B'C' on the lower surface of the tail 5. Once the profile of the tail 5 is determined, this value is a constant.

[0153] Arranging and solving equations (1) to (9), we can obtain

[0154] (11)

[0155] Combining the above formula (10), H can be obtained as follows:

[0156] (12)

[0157] When P C ≥nP A When the position of point B is not adjusted,

[0158] (13)

[0159] In some embodiments, the vehicle housing further comprises a tail wing 5, the tail wing 5 is connected to the housing 1, the tail wing 5 can move relative to the housing 1, and the arc portion 11 is arranged opposite to the tail wing 5;

[0160] Obtaining the wind pressure at the arc portion 11 includes:

[0161] Get the lift distance of the tail wing 5;

[0162] If the lifting distance of the tail wing 5 is greater than a preset value, the wind pressure at the arc portion 11 is obtained.

[0163] It can be understood that the arc portion 11 is arranged opposite to the tail wing 5, and only when the lifting distance of the tail wing 5 is greater than a preset value, there will be sufficient airflow flowing through the arc portion 11, that is, the arc portion 11 can play a drag reduction role at this time.

[0164] Therefore, when obtaining the wind pressure at the arc portion 11, the lifting distance of the tail wing 5 is first obtained, and when it is determined that the lifting distance of the tail wing 5 is greater than the preset value, the wind pressure at the arc portion 11 is obtained. In other words, when the arc portion 11 can play a drag reduction role, the wind pressure at the arc portion 11 is obtained, and the position of at least one section of the drag reduction portion 111 is adjusted.

[0165] The real-time lifting distance of the tail wing is h1, and the preset value is h0. The detection system includes the above-mentioned pressure detection assembly 3, the first position detection member 4, and the second position detection member, so that the detection system can detect the wind pressure at the arc portion 11, the position of the drag reduction portion 111, and the position of the tail wing 5. The real-time height of the drag reduction portion 111 is H1, the maximum height threshold of the drag reduction portion 111 is Hmax, and the minimum height of the drag reduction portion is H0.

[0166] Combine the following Figure 8 , the corresponding control method when the tail is lifted is explained in detail:

[0167] When the tail wing is lifted, the lifting distance of the tail wing is judged. If the lifting distance of the tail wing is greater than the preset value, the control detection system is initialized. If the lifting distance of the tail wing is not greater than the preset value, the control detection system does not work.

[0168] After the detection system is initialized, it starts to detect the wind pressure data at the arc portion 11 , the position data of the drag reduction portion 111 , and the position data of the tail wing 5 .

[0169] According to the detection data of the detection system, judge P C Is it less than nP? A , if P C <nP A , then the position of the drag reduction unit 111 is controlled and adjusted. If P C Not less than nP A , the position of the drag reducing portion 111 is not adjusted.

[0170] When adjusting the position of the drag reducing portion 111 , it is determined whether H1 is greater than Hmax. If so, the position of the drag reducing portion 111 is not adjusted. If not, the position of the drag reducing portion 111 is adjusted.

[0171] Combine the following Fig. 9 , the corresponding control method when the tail falls is explained in detail:

[0172] When the tail wing falls, the lifting distance of the tail wing is judged. If the lifting distance of the tail wing is greater than the preset value, the position of the drag reduction part 111 is not adjusted. If the lifting distance of the tail wing is not greater than the preset value, the position of the drag reduction part 111 is adjusted.

[0173] When adjusting the position of the drag reducing portion 111 , it is determined whether H1 is less than 1.01H0. If so, the position of the drag reducing portion 111 is not adjusted. If not, the position of the drag reducing portion 111 is adjusted.

[0174] After the position of the drag reducing portion 111 is controlled not to be adjusted, the detection system is controlled to stop working and data collection is stopped.

[0175] According to an embodiment of the fourth aspect of the present application, Fig.10 , the control device and the control method correspond to each other. The control device includes:

[0176] An acquisition module 201 is used to acquire the wind pressure at the arc portion;

[0177] The control module 202 is used to control and adjust the position of the drag reduction portion based on the wind pressure at the arc portion.

[0178] According to an embodiment of the fifth aspect of the present application, Fig.11 As shown, the electronic device may include: a processor 310, a communication interface 320, a memory 330 and a communication bus 340, wherein the processor 310, the communication interface 320 and the memory 330 communicate with each other through the communication bus 340. The processor 310 may call the logic instructions in the memory 330 to execute the control method, which includes:

[0179] Obtaining wind pressure at the arc portion;

[0180] Based on the wind pressure at the arc-shaped portion, the position of the drag reducing portion is controlled and adjusted.

[0181] In addition, the logic instructions in the above-mentioned memory 330 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0182] On the other hand, the present application also provides a computer program product, the computer program product includes a computer program stored on a non-transitory computer-readable storage medium, the computer program includes program instructions, when the program instructions are executed by a computer, the computer can execute the control method provided by the above methods, the method includes:

[0183] Obtaining wind pressure at the arc portion;

[0184] Based on the wind pressure at the arc-shaped portion, the position of the drag reducing portion is controlled and adjusted.

[0185] According to an embodiment of the sixth aspect of the present application, the present application also includes a non-transitory computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, it is implemented to perform the above-mentioned control methods, and the method includes:

[0186] Obtaining wind pressure at the arc portion;

[0187] Based on the wind pressure at the arc-shaped portion, the position of the drag reducing portion is controlled and adjusted.

[0188] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying 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 features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0189] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0190] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0191] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A vehicle housing, characterized in that: include: A shell, wherein the shell is formed with an arc-shaped portion, the arc-shaped portion is used to reduce wind resistance, the arc-shaped portion includes a drag reduction portion, and one end of the drag reduction portion is movably arranged; The shell comprises a body, the arc-shaped portion is connected to the body, and the arc-shaped portion protrudes in a direction away from the outer wall surface of the body; The arc-shaped portion includes a connecting portion and the drag reducing portion, the connecting portion is fixedly connected to the body, and the other end of the drag reducing portion is connected to the body, so that one end of the drag reducing portion can move relative to the connecting portion.

2. The vehicle housing according to claim 1, characterized in that The drag reducing portion is rotatably connected to the body.

3. The vehicle housing according to claim 1, characterized in that: The connecting portion and the drag reducing portion are arranged in sequence along a direction from the front portion of the vehicle shell to the rear portion of the vehicle shell.

4. The vehicle housing according to any one of claims 1 to 3, characterized in that: The vehicle housing further comprises a pressure detection component, and the pressure detection component is arranged on the arc-shaped portion.

5. The vehicle housing according to claim 4, characterized in that: The pressure detection assembly includes a first pressure detection component and a third pressure detection component. The first pressure detection component is arranged at an end of the connecting portion away from the drag reduction portion, and the third pressure detection component is arranged at an end of the drag reduction portion connected to the body.

6. The vehicle housing according to claim 5, characterized in that The pressure detection assembly further includes a second pressure detection component, which is disposed at one end of the drag reduction portion close to the connecting portion.

7. The vehicle housing according to any one of claims 1 to 6, characterized in that: The vehicle housing further includes a first position detection member for detecting a position of the drag reducing portion.

8. A vehicle, characterized in that: Comprising a vehicle shell as claimed in any one of claims 1 to 7.

9. The vehicle according to claim 8, characterized in that The vehicle further comprises a tail wing, which is connected to the shell and can move relative to the shell, and is arranged opposite to the arc-shaped portion.

10. The vehicle according to claim 9, characterized in that The vehicle further includes a second position detection component, and the second position detection component is used to detect the position of the rear wing.

11. The vehicle according to claim 9 or 10, characterized in that The housing is formed with a receiving groove, the receiving groove is used to receive the tail wing, and the arc-shaped portion is formed at the bottom wall of the receiving groove.

12. A control method, characterized in that: Applied to the vehicle housing as claimed in claim 1, the control method comprises: Obtaining wind pressure at the arc-shaped portion; The position of the drag reducing portion is controlled and adjusted based on the wind pressure at the arc-shaped portion.

13. The control method according to claim 12, characterized in that: The arc-shaped portion includes a connecting portion and a drag reduction portion, the housing includes a body, the connecting portion is fixedly connected to the body, the other end of the drag reduction portion is connected to the body, so that one end of the drag reduction portion can move relative to the connecting portion, and one end of the drag reduction portion is the lowest point of the arc-shaped portion; The step of obtaining the wind pressure at the arc-shaped portion comprises: Obtain the wind pressure P at one end of the connecting portion away from the drag reduction portion A , and the wind pressure P at the other end of the drag reduction portion C ; The step of controlling and adjusting the position of the drag reduction portion based on the wind pressure at the arc-shaped portion comprises: If P is determined C <nP A , then the position of one end of the drag reduction portion is controlled and adjusted, wherein n is the adjustable wind pressure control coefficient, n>1.

14. The control method according to claim 13, characterized in that: The controlling and adjusting the position of one end of the drag reducing portion comprises: Determining the total pressure of the airflow at the connection portion based on the static pressure and the dynamic pressure of the airflow at the connection portion; determining a total pressure at the drag reduction portion based on a static pressure of the airflow and a dynamic pressure of the airflow at the drag reduction portion; determining a height of one end of the drag reduction portion based on a total airflow pressure at the connection portion and a total airflow pressure at the drag reduction portion; Based on the height of the one end of the drag reducing portion, the position of the one end of the drag reducing portion is controlled and adjusted.

15. The control method according to claim 14, characterized in that: The vehicle shell further comprises a tail wing, the tail wing is connected to the shell, the tail wing can move relative to the shell, and the arc-shaped portion is arranged opposite to the tail wing; The obtaining of the wind pressure at the arc-shaped portion comprises: Obtaining the lift distance of the tail wing; If the lifting distance of the tail wing is greater than a preset value, the wind pressure at the arc portion is obtained.

16. A control device for a vehicle, characterized in that: Applied to the vehicle housing as claimed in claim 1, the control device comprises: An acquisition module, used for acquiring the wind pressure at the arc-shaped portion; A control module is used to control and adjust the position of the drag reduction portion based on the wind pressure at the arc-shaped portion.

17. A computer-readable storage medium, characterized in that: A computer program is stored on a computer-readable storage medium, and when the computer program is executed by a processor, the steps of the control method described in any one of claims 12 to 15 are implemented.

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