Wheel cover intelligent control system based on aerodynamics

Abstract

The invention belongs to the technical field of automobile part control, and particularly discloses and provides an aerodynamics-based wheel cover intelligent control system which comprises a vehicle basic data import module, a wind condition data acquisition module, a vehicle condition data acquisition module, a driving state analysis module, a wheel cover adjustment analysis module and a wheel cover adjustment execution terminal. According to the method, the vehicle structure chart, the wind condition data and the vehicle condition data are integrated, air flow can be simulated more accurately, the adjustment requirement of the wheel cover is judged, and then the scientificity and accuracy of decision making are greatly improved. The driving state analysis module and the wheel housing adjustment analysis module cooperate with each other, whether the wheel housing needs to be adjusted or not can be intelligently judged based on data collected in real time, specific adjustment categories and indexes can be determined, the wheel housing is automatically adjusted according to the actual situation, various complex driving conditions can be adapted, and the driving efficiency is improved. And the timeliness and the effectiveness of wheel cover control are ensured.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile component control, and in particular relates to an intelligent control system for a wheel cover based on aerodynamics. Background Art

[0002] As the part of the car that contacts the ground, the air flow around the wheel has a significant impact on the overall air resistance. Traditional wheel designs often do not finely optimize the aerodynamics around the wheel. The emergence of wheel covers is to improve this situation. In order to further improve the stability of the car and save energy consumption, the wheel cover needs to be controlled.

[0003] Prior art, such as the vehicle control system disclosed in the Chinese invention patent application with application number 202310445629.6, includes: a pair of left and right fairing devices, arranged in front of a pair of left and right wheels of the vehicle, and each arranged to be movable between a first storage position stored under the vehicle and a first deployment position protruding from the first storage position to the bottom of the vehicle. A natural wind detection device, arranged on the vehicle to detect the direction of the natural wind relative to the vehicle. And a control device, arranged on the vehicle, and controlling the left and right pair of the fairing devices to move independently according to the direction of the natural wind, thereby improving the aerodynamic performance of the vehicle.

[0004] Another example of prior art is a wheel well control system, method and vehicle disclosed in the Chinese invention patent application with application number 202210980436.6, which includes: a wheel cover, a movable baffle, a sliding mechanism, a drive motor, a motor controller and a vehicle controller. Among them, the vehicle controller is used to obtain the current driving speed of the vehicle, determine the target wheel well state that matches the current driving speed, and send the target wheel well state to the motor controller. The motor controller is used to determine the target position of the movable baffle according to the target wheel well state, and drive the drive motor based on the target position. The drive motor drives the movable baffle to move to the target position through the sliding mechanism, so that the movable baffle and the wheel cover are matched to form the target wheel well state, thereby realizing dynamic control of the wheel well state, and when the wheel well is closed, it can reduce the wind resistance of the whole vehicle, save energy, and reduce the splashing of mud and water in the wheel well, thereby improving driving safety.

[0005] With regard to the above technical solutions, it is obvious that the current wheel cover control still has the following deficiencies: 1. The control analysis is not refined enough. Although the current method involves using wheel covers to improve air performance and combining them with movable baffles to form a wheel compartment, there is no targeted wheel cover posture analysis based on driving characteristics and air flow characteristics, and thus the reliability and effectiveness of the wheel cover posture control cannot be guaranteed.

[0006] 2. Although the above technology takes into account the two important factors of natural wind direction and vehicle speed, it does not fully mention how to fine-tune the wheel cover according to parameters such as the vehicle speed to ensure that good aerodynamic performance and vehicle driving stability can be maintained under these dynamic conditions.

[0007] 3. Currently, the need for wheel cover control is judged based on relatively simple factors, such as whether the vehicle speed exceeds a certain threshold to decide whether to adjust, or only considering the general direction of the wind. The interaction between various factors is not considered comprehensively, and the accuracy of the judgment on the need for wheel cover control cannot be guaranteed, and thus the timeliness of wheel cover control cannot be guaranteed. Summary of the invention

[0008] In view of this, in order to solve the problems raised in the above background technology, an intelligent control system of a wheel cover based on aerodynamics is proposed.

[0009] The purpose of the present invention can be achieved through the following technical solutions: The present invention provides an aerodynamic-based wheel cover intelligent control system, the system includes: a vehicle basic data import module, used to import the vehicle's structural diagram, set the navigation path and the wheel cover setting control indicators.

[0010] The wind condition data collection module is used to collect wind condition data through a wind direction sensor installed on the head of the vehicle.

[0011] The vehicle condition data collection module is used to collect the vehicle speed through the vehicle speed sensor to obtain the real-time vehicle speed, measure the real-time speed and temperature of the wheel through the wheel speed sensor and temperature sensor installed at the wheel hub, and record the real-time driving position and real-time driving direction through the GPS locator carried by the vehicle, and import the number of braking times of the vehicle within the current cumulative driving time.

[0012] The driving status analysis module is used to analyze the need for wheel cover adjustment based on wind condition data, real-time driving speed and real-time wheel speed, and output the analysis results.

[0013] The wheel cover adjustment analysis module is used to confirm the adjustment category of the wheel cover and the adjustment indicators under the adjustment category when the analysis result is that adjustment is required.

[0014] The wheel cover adjustment execution terminal is used to perform corresponding adjustments based on the adjustment category of the wheel cover and the adjustment indicators under the corresponding adjustment category.

[0015] Compared with the prior art, the beneficial effects of the present invention are as follows: (1) The present invention integrates the vehicle structure diagram, wind condition data and vehicle condition data, which can simulate air flow more accurately and determine the adjustment requirements of the wheel cover, thereby greatly improving the scientificity and accuracy of decision-making. In addition, the driving state analysis module and the wheel cover adjustment analysis module cooperate with each other. Based on the real-time collected data, it can intelligently determine whether the wheel cover needs to be adjusted and determine the specific adjustment categories and indicators. Whether it is high-speed driving, low-speed driving, encountering crosswinds or different road conditions, the wheel cover can be automatically adjusted according to the actual situation, which can adapt to various complex driving conditions.

[0016] (2) The present invention utilizes an aerodynamic model to simulate and output streamlines and pressure cloud diagrams within the wheel cover area, and analyzes the need for wheel cover adjustment in combination with multiple factors such as vehicle speed, wind speed, wind direction, and braking. This effectively solves the problem that the current need for wheel cover control is based on a single factor. It comprehensively considers the interaction between various factors, provides a strong guarantee for the accurate judgment of wheel cover control needs, and also ensures the timeliness of wheel cover control.

[0017] (3) The present invention determines the corresponding wheel cover adjustment category by setting different trigger conditions, and can make precise adjustments to specific problems encountered by the vehicle during driving, thereby solving the problem of insufficient refinement of current control analysis. It fully considers specific driving characteristics and air flow characteristics to perform wheel cover posture analysis, which is convenient for ensuring the reliability and effectiveness of subsequent wheel cover posture control.

[0018] (4) The present invention combines the vehicle speed, wind speed, the analyzed wheel air disturbance and the frequency of operation changes to determine the opening and closing degree of the vents and adjust the wheel cover angle, taking into full account various parameters such as the vehicle speed, thereby achieving refined control of the wheel cover, thereby ensuring that good aerodynamic performance and vehicle driving stability can be maintained under dynamic conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for describing the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0020] Figure 1 It is a schematic diagram of the connection of each module of the system of the present invention.

[0021] Figure 2 It is a schematic flow chart of the overall implementation steps of the present invention.

[0022] Figure 3It is a schematic diagram of the wheel cover adjustment category confirmation process of the present invention. DETAILED DESCRIPTION

[0023] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0024] See also Figure 1 and Figure 2 As shown, the present invention provides an aerodynamically based wheel cover intelligent control system, which includes: a vehicle basic data import module, a wind condition data acquisition module, a vehicle condition data acquisition module, a driving status analysis module, a wheel cover adjustment analysis module and a wheel cover adjustment execution terminal.

[0025] In the above, the driving state analysis module is respectively connected to the vehicle basic data import module, the wind condition data collection module and the wheel cover adjustment analysis module, and the wheel cover adjustment analysis module is also connected to the wheel cover adjustment execution terminal.

[0026] The vehicle basic data import module is used to import the vehicle structure diagram, set the navigation path and the wheel cover setting control index.

[0027] Specifically, the wheel cover setting control index includes the opening and closing degree of the current vent, the setting of the wheel cover angle and the setting of the wheel cover angle adjustment threshold.

[0028] The wind condition data collection module is used to collect wind condition data through a wind direction sensor installed on the head of the vehicle.

[0029] Specifically, the wind condition data includes wind direction and wind speed at each time point.

[0030] It should be added that by understanding the wind direction, the angle or opening and closing state of the wheel cover can be adjusted in a targeted manner to minimize wind resistance. For example, when the vehicle is driving against the wind, the wheel cover can be adjusted to a more closed state to reduce the impact of the airflow on the wheel, while when driving with the wind, the ventilation area of ​​the wheel cover can be appropriately adjusted to use the airflow to propel the vehicle forward.

[0031] The vehicle condition data acquisition module is used to collect the driving speed through the vehicle speed sensor installed on the vehicle to obtain the real-time driving speed, measure the real-time speed and real-time temperature of the wheel through the wheel speed sensor and temperature sensor installed at the wheel hub, and record the real-time driving position and real-time driving direction through the GPS locator installed on the vehicle, and at the same time import the number of braking times of the vehicle within the current cumulative driving time.

[0032] It should be added that the driving speed is one of the key factors affecting vehicle aerodynamics. Higher driving speeds significantly increase the force of air on the vehicle, and wind resistance becomes an important factor affecting vehicle energy consumption and driving stability. Therefore, the driving speed is crucial for judging the driving conditions of the vehicle and determining the optimal control strategy for the wheel cover. For example, when the driving speed is low, the need for aerodynamic optimization of the wheel cover is relatively small, while when the driving speed is high, the adjustment of the wheel cover has a more significant impact on reducing air resistance and energy consumption.

[0033] It should be added that the real-time wheel speed provides data basis for calculating the motion state of the wheel and its matching relationship with the vehicle speed. For example, by comparing the wheel speed with the vehicle speed, it can be determined whether the wheel is slipping, which in turn affects the control strategy of the wheel cover to ensure that the wheel cover can play the best aerodynamic effect under various driving conditions.

[0034] The driving state analysis module is used to analyze the need for wheel cover adjustment based on wind condition data, real-time driving speed and real-time rotation speed of the wheels, and output the analysis results.

[0035] Specifically, the wheel cover adjustment demand analysis is performed, including: S1, extracting the current vehicle speed from the real-time vehicle speed, and extracting the current wind direction and current wind speed from the wind condition data, and extracting the current driving direction from the real-time driving direction.

[0036] S2. Calculate the actual effective wind speed based on the current vehicle speed, current wind direction, current wind speed and current driving direction.

[0037] S3. Use the aerodynamic model to output the streamline diagram and pressure cloud diagram in the wheel cover area and analyze the wheel air interference degree, which is recorded as , based on the number of braking times within the current cumulative driving time, the frequency of operation changes is analyzed and recorded as .

[0038] S4. If the current vehicle speed is greater than the set reference vehicle speed, and the current driving direction is consistent with the current wind direction, when the actual effective wind speed is greater than the set interference wind speed and the wheel air interference degree is 0, no adjustment is required as the analysis result, otherwise, adjustment is required as the analysis result.

[0039] S5. If the actual effective wind speed is less than or equal to the set interference wind speed, and the operation change frequency is greater than the set reference value, adjustment will be required as the analysis result, otherwise, no adjustment will be required as the analysis result.

[0040] S6. If the actual effective wind speed is greater than the set interference wind speed, and the current driving direction is opposite to the current wind direction, when the current wind speed is greater than the set interference wind speed, adjustment will be required as the analysis result. If the current wind speed is less than or equal to the set interference wind speed, repeat step S5.

[0041] S7. If the current vehicle speed is less than or equal to the set reference vehicle speed, and the current driving direction is consistent with the current wind direction, when the actual effective wind speed is greater than the set interference wind speed, repeat step S5, otherwise, no adjustment is required as the analysis result.

[0042] S8. If the current vehicle speed is less than or equal to the set reference vehicle speed, and the current driving direction is opposite to the current wind direction, when the actual effective wind speed is greater than the set interference wind speed, adjustment will be required as the analysis result, otherwise, repeat step S5.

[0043] In a specific embodiment, the reference vehicle speed may be set to 80 kilometers per hour, and the interference wind speed may be set to 5 meters per second.

[0044] It should be added that the vehicle speed and wind speed jointly determine the actual flow state of air relative to the vehicle. When the vehicle is driving, the relative speed of air and the vehicle surface is the key to affecting aerodynamics. For example, when the vehicle speed is slow and the headwind speed is relatively large, the speed of air relative to the vehicle is large, and the air resistance of the vehicle will increase significantly, which may affect the driving stability of the vehicle, just like the difference between walking in a breeze and walking against the wind in a strong wind. Even in the case of tailwind, different combinations of vehicle speed and tailwind speed will make the flow of air around the vehicle different, thereby affecting the overall aerodynamic performance of the vehicle, which is related to the combined effect of vehicle speed and wind speed. And vehicle speed and wind speed jointly affect the controllability of the vehicle. When driving at low speed, although the vehicle control is easier than when driving at high speed, the wind speed may still generate lateral force on the vehicle. The speed of the vehicle determines the degree of response of the vehicle to this lateral force. For example, in the case of crosswind, the vehicle is relatively less affected by the lateral force when the vehicle speed is slow, and the driver may be easier to control the vehicle. However, if the vehicle speed is slightly faster, even if the wind speed remains unchanged, the lateral force acting on the vehicle may be more obvious, and the requirements for vehicle handling will also increase.

[0045] Regarding step S2, the calculation of the actual effective wind speed includes: S21, recording the current vehicle speed and the current wind speed as and , the current driving direction angle and the current wind direction angle are recorded as and , in the east direction Direction to establish a rectangular coordinate system.

[0046] S22. Decompose the vehicle speed and wind speed into vectors in the rectangular coordinate system, respectively, and record them as and ,in, , .

[0047] S23, calculate the actual wind speed, recorded as , .

[0048] The specific supplements about the output of the streamline diagram and pressure cloud diagram in the wheel cover area by the aerodynamic model in step S3 are as follows: T1. Obtain the three-dimensional shape data of the vehicle from the structural diagram of the vehicle, including the contour, lines and curvature of the vehicle body.

[0049] Understandably, the contours, lines, and curvature of a vehicle's body are crucial to accurately modeling air flow. For example, the shape of the front of the vehicle, how streamlined the body is, and the design of the rear end all affect how air adheres to and separates from the vehicle's surface.

[0050] T2. Obtain the length, width, height and dimensions of each key part of the vehicle from the vehicle's structural diagram.

[0051] Understandably, the dimensions of each key part are specific, such as the diameter of the wheel, the width of the tire, etc. These dimensional data are used to determine the size and boundary conditions of the calculation area, and also affect the flow characteristics of air around the vehicle. For example, the height and width of the vehicle will affect the flow speed and pressure distribution of the air on the side of the vehicle body.

[0052] T3. Obtain the position of the wheels on the vehicle chassis from the vehicle structural diagram, including the wheelbase, track width and the relative position of the wheels and the vehicle body.

[0053] Understandably, the difference in wheel position will cause the air flow path around the wheel to change, thereby affecting the air flow distribution and pressure changes in the wheel cover area.

[0054] T4. Select the fluid dynamics model as the aerodynamic model and solve the control equations of fluid mechanics to simulate the flow of air.

[0055] Understandably, in vehicle aerodynamic simulation, the fluid dynamics model can accurately describe the complex flow phenomenon of air around the vehicle, including the distribution of airflow parameters such as velocity, pressure, and temperature. Commonly used fluid dynamics model software include ANSYS Fluent and STAR-CCM+.

[0056] T5. Import the data collected from steps T1 to T3 into the fluid dynamics model software, establish a three-dimensional geometric model of the vehicle, mesh the established geometric model to obtain a number of small units, and calculate the boundary conditions of the three-dimensional geometric model.

[0057] It should be noted that in the modeling process, each component of the vehicle needs to be accurately modeled, including the body, wheels, wheel covers, etc. For some complex shapes, appropriate simplification methods can be used, but it must be ensured that there will be no significant impact on the simulation results.

[0058] It is also important to note that the quality and density of the mesh have a great impact on the accuracy of the simulation results. In the wheel arch area and other areas where the air flow changes dramatically, a denser mesh is required to capture more detailed airflow changes. Commonly used mesh types include tetrahedral meshes and hexahedral meshes.

[0059] Understandably, the inlet boundary conditions are usually set to parameters such as the velocity, temperature and pressure of the incoming air, the outlet boundary conditions can be set to static pressure or free flow conditions, and the vehicle surface is set to a no-slip boundary condition, that is, the air velocity on the vehicle surface is zero. In addition, the influence of the ground needs to be considered, which can usually be set to a slip or non-slip boundary condition.

[0060] T6. After setting the boundary conditions, use the fluid dynamics model software to solve the aerodynamic control equations and output the streamline diagram and pressure cloud diagram.

[0061] Understandably, during the solution process, the software iteratively calculates the air flow parameters for each grid cell until it converges to a stable solution.

[0062] It should be added that fluid dynamics model software usually provides a wealth of post-processing functions, which can present the simulation results in a visual way. By drawing airflow streamlines, velocity cloud maps, etc., the flow of air around the vehicle can be intuitively observed, especially the airflow trajectory and velocity distribution in the wheel cover area. For example, by observing the streamline map, the separation and reattachment of the airflow around the wheel cover can be found, and whether the airflow can effectively flow through the inside of the wheel cover. By analyzing the pressure cloud map of the wheel cover area, the pressure changes can be understood. On the surface of the wheel cover, the uneven distribution of pressure will cause the air to exert different forces on the wheel cover, which may affect the stability of the wheel cover and the aerodynamic performance of the vehicle. By analyzing the pressure changes, the high-pressure and low-pressure areas on the surface of the wheel cover, as well as the size of the pressure difference, can be determined.

[0063] Regarding step S3, the analysis of wheel air disturbance degree includes: E1, evenly dividing the streamline diagram into streamline blocks, extracting the number of streamlines in each streamline block and the distance between each streamline, setting the airflow disturbance factor, recorded as .

[0064] E2. Take interruptions and bifurcations as first-class marks, and vortices as second-class marks, and count the number of first-class marks from the streamline diagram. And the number of second-class identification .

[0065] E3. Statistical airflow disturbance , , and They are the number of first-class identification places and the number of second-class identification places for setting references, is a natural constant.

[0066] E4. Extract the area and pressure value of each pressure distribution region from the pressure cloud map, calculate the pressure distribution area difference and pressure distribution value difference by standard deviation, and record them as and .

[0067] E5. Calculate the total area of ​​each pressure distribution area where the pressure value is lower than the set pressure value from the pressure cloud map .

[0068] E6. Yes , and Normalization is performed respectively. If a normalization result is less than 0, 0 is used as its normalization result. The normalized result is used as each evaluation variable. The pressure distribution interference degree is obtained by Sigmoid function statistics. .

[0069] E7. Set the weights of air flow interference and pressure distribution interference, and calculate the wheel air interference by weighted average. .

[0070] It should be added that for vehicle models with simpler shapes, the number of reference type 1 markings can be set to 10, and the number of type 2 markings can be set to 5. Under such conditions, the airflow around the vehicle is relatively smooth, and there may be some small airflow interruptions or bifurcations occasionally, so the number of type 1 markings will not be too many. The generation of vortices is relatively small, so the number of type 2 markings is also low. For vehicles with complex shapes, such as racing cars with special aerodynamic designs, the number of reference type 1 markings can be set to 20, and the number of type 2 markings can be set to 15. In this case, the airflow around the vehicle will be strongly affected by many factors, and it is easy to generate a large number of airflow interruptions, bifurcations, and vortices, so a larger value is needed to reasonably measure the airflow interference.

[0071] It is also necessary to add that , and The processing formulas for normalization are as follows: , and ,in, , and They respectively represent the pressure distribution area difference of the set reference, the pressure distribution value difference and the sum of the low pressure areas.

[0072] In a specific embodiment, for a small family car, the body shape is relatively regular, the aerodynamic design is relatively simple, and the pressure distribution is relatively uniform. The pressure distribution area difference is usually small, and the reference value can be set to 0.15. The reference pressure distribution numerical difference can be set to 1000Pa, and the reference low pressure area sum can be set to 0.3 square meters. The air flow around the body of a non-small vehicle is more complicated, and the pressure distribution area difference is usually small. The reference value can be set to 0.3, and the reference pressure distribution numerical difference can be set to 1500Pa. The reference low pressure area sum can be set to 0.5 square meters.

[0073] Furthermore, the setting of the airflow interference factor in step E1 includes: E11, dividing the number of streamlines in each streamline block by the area of ​​the corresponding streamline block to obtain the streamline distribution density of each streamline block.

[0074] E12. Calculate the average distance between each streamline to obtain the average distance between streamlines. The average distance between streamlines in each streamline block is recorded as , Indicates the streamline block number, , calculate the streamline distribution compactness of each streamline block , , To set the reference streamline spacing, The floor symbol.

[0075] E13. Calculate the mean of the streamline distribution density and streamline distribution compactness of the same streamline diagram block to obtain the streamline distribution interference of each streamline diagram block, and record each streamline diagram block whose streamline distribution interference is greater than the set streamline distribution interference as each analysis diagram block.

[0076] E14. If there is an analysis block located at a preset key position of the wheel cover, the analysis block is recorded as a target block, the number of target blocks is counted and divided by the total number of analysis blocks, and the result is used as the airflow interference factor.

[0077] It should be added that for small ordinary family vehicles, their body size is relatively small and the air flow is relatively simple. Under normal driving conditions, if the airflow disturbance in the wheel cover area is the main concern, the reference streamline spacing can be set between 5-15mm. For example, in a relatively stable airflow environment, when the vehicle is driving at a constant speed, 10mm is taken as the reference streamline spacing. Large commercial vehicles such as trucks and buses have larger bodies and more complex air flows. In order to accurately evaluate the airflow disturbance, the reference streamline spacing needs to be appropriately increased. Usually, the value can be between 15-30mm. Taking a large truck as an example, the airflow range around its wheels and body is large, and a reference streamline spacing of 20mm is taken. For sports cars, the flow of air on the body surface is more delicate. For such vehicles, the reference streamline spacing needs to be set more accurately. The value range may be between 2-8mm. For example, near the rear wing of a sports car, air flow is crucial to the downforce and stability of the vehicle, and a reference streamline spacing of 4mm is taken.

[0078] It should be added that in the key parts of the wheel cover, specifically the area around the tire and in the gap between the wheel and the body, if the streamlines are too dense, local high-pressure areas may be formed, affecting the normal operation and heat dissipation of the wheel.

[0079] Understandably, a large low-pressure area may cause air turbulence in the area, affecting the aerodynamic performance of the vehicle. Especially behind the wheel housing, if a large low-pressure area appears, it may increase the wind resistance of the vehicle and also affect the stability of the vehicle.

[0080] Regarding the analysis of the operation change frequency in step S3, the analysis includes: U1, dividing the number of braking times by the current cumulative driving time, and taking the result as the braking frequency, recorded as .

[0081] U2. Locate the current driving position from the real-time driving position, and then locate the number of turning sections before the current driving position from the set navigation path, recorded as the cumulative number of turning sections, and at the same time locate the distance between the next turning section and the current driving position and the remaining section length of the section where the current driving position is located, recorded as and .

[0082] U3, if , add one to the cumulative number of turning sections and divide it by the current cumulative driving time, and use the result as the turning frequency. Otherwise, use the ratio of the cumulative number of turning sections to the current cumulative driving time as the turning frequency, recorded as , is the set reference distance.

[0083] U4. Statistical operation change frequency , , and They represent the braking frequency and turning frequency of the set reference respectively, and They represent the weights corresponding to the braking frequency and the turning frequency respectively.

[0084] In a specific embodiment, and The values ​​can be 0.5 times / minute and 2 times / minute respectively. and The values ​​are 0.55 and 0.45 respectively. The value can be 0.1 times the remaining section length.

[0085] The embodiment of the present invention utilizes an aerodynamic model to simulate and output streamline diagrams and pressure cloud diagrams within the wheel cover area, and analyzes the need for wheel cover adjustment in combination with multiple factors such as vehicle speed, wind speed, wind direction, and braking. This effectively solves the problem that the current need for wheel cover control is judged based on a relatively single factor. It comprehensively considers the interaction between various factors, provides a strong guarantee for the accurate judgment of wheel cover control needs, and also ensures the timeliness of wheel cover control.

[0086] The wheel cover adjustment analysis module is used to confirm the adjustment category of the wheel cover and the adjustment index under the adjustment category when the analysis result is that adjustment is required.

[0087] Specifically, see Figure 3 As shown, confirm the adjustment category of the wheel cover, including: based on the real-time temperature, analyze the need for wheel cooling .

[0088] The wheel air interference degree greater than 0 is recorded as trigger condition 1, the wheel cooling demand degree greater than the set reference cooling demand degree is recorded as trigger condition 2, the current vehicle speed greater than the set reference vehicle speed is recorded as trigger condition 3, and the actual effective wind speed greater than the set interference wind speed is recorded as trigger condition 4.

[0089] If only trigger condition 2 is met, the ventilation area is used as the adjustment category of the wheel cover.

[0090] If any one of trigger condition 1, trigger condition 3 and trigger condition 4 is met, the angle and ventilation area are used as adjustment categories of the wheel cover.

[0091] It should be added that if the wheel air disturbance is greater than 0, it means that there is turbulence in the airflow in the wheel cover area, which will increase air resistance and affect the vehicle's driving stability and energy consumption. Adjusting the wheel cover angle can change the direction and distribution of the airflow, allowing the airflow to flow more smoothly over the wheel cover surface, reducing the generation of eddies and turbulence, thereby reducing air resistance and improving the vehicle's aerodynamic performance. For example, by adjusting the angle, the airflow can be guided to bypass obstacles and avoid the airflow separating at the edge of the wheel cover to form a vortex. At the same time, a large air disturbance may lead to poor ventilation in the wheel cover, affecting the heat dissipation effect. The vehicle's brake system, tires and other components will generate a lot of heat when working, and good ventilation is required to dissipate heat. At the same time, adjusting the ventilation area can increase the air circulation, allowing more cold air to enter the wheel cover, take away the heat, and improve the heat dissipation efficiency.

[0092] It should be added that when the vehicle is traveling at a high speed, the force of air on the vehicle increases significantly, and the influence of aerodynamic performance on the vehicle becomes more prominent. Adjusting the wheel cover angle can optimize the distribution of airflow around the vehicle body, generate appropriate downforce, increase the adhesion between the vehicle and the ground, and improve the stability and handling of the vehicle when traveling at high speeds. For example, a suitable wheel cover angle can reduce the risk of skidding and loss of control when the vehicle is traveling at high speeds, ensuring driving safety. At the same time, when the vehicle is traveling at a high speed, the force of air on the vehicle increases significantly, and the influence of aerodynamic performance on the vehicle becomes more prominent. Adjusting the wheel cover angle can optimize the distribution of airflow around the vehicle body, generate appropriate downforce, increase the adhesion between the vehicle and the ground, and improve the stability and handling of the vehicle when traveling at high speeds. For example, a suitable wheel cover angle can reduce the risk of skidding and loss of control when the vehicle is traveling at high speeds, ensuring driving safety.

[0093] It should also be added that when the actual wind speed is high, it will have a significant impact on the aerodynamic performance of the vehicle. Adjusting the angle of the wheel cover can change the way the vehicle interacts with the airflow, balance the lateral force, and reduce wind resistance. For example, in the case of a strong headwind or side wind, by adjusting the angle of the wheel cover, the vehicle can better resist the interference of wind force, maintain a stable driving direction, and reduce the energy loss caused by wind. At the same time, when the actual wind speed is high, it will have a significant impact on the aerodynamic performance of the vehicle. Adjusting the angle of the wheel cover can change the way the vehicle interacts with the airflow, balance the lateral force, and reduce wind resistance. For example, in the case of a strong headwind or side wind, by adjusting the angle of the wheel cover, the vehicle can better resist the interference of wind force, maintain a stable driving direction, and reduce the energy loss caused by wind. Therefore, when any one of trigger conditions 1, trigger condition 3, and trigger condition 4 is met, the angle and ventilation area are used as adjustment categories for the wheel cover.

[0094] The embodiment of the present invention determines the corresponding wheel cover adjustment category by setting different trigger conditions, and can make precise adjustments to specific problems encountered by the vehicle during driving, thereby solving the problem of insufficient refinement of the current control analysis, and fully considering the specific driving characteristics and air flow characteristics to perform wheel cover posture analysis, thereby ensuring the reliability and effectiveness of subsequent wheel cover posture control.

[0095] Furthermore, the analysis of the wheel cooling requirement includes: J1, extracting the vehicle chassis height from the vehicle structure diagram, recorded as .

[0096] J2. Use time as the horizontal axis and temperature as the vertical axis to construct a temperature change curve, extract the slope of the temperature change curve, and record it as the temperature rise rate , and locate the total length of the curve segment above the set interference temperature, and then divide it by the length of the temperature change curve, and record the ratio as the temperature interference ratio .

[0097] J3. Count wheel cooling requirements , , and Respectively represent the weights of temperature rise rate and temperature interference ratio, To set the reference chassis height, To set the reference temperature rise rate.

[0098] In a specific embodiment, and The values ​​can be 0.6 and 0.4 respectively. The value is 140 mm. The value is 0.1.

[0099] In another specific embodiment, the adjustment index under the adjustment category includes: N1. If the adjustment category is only the ventilation area, the opening and closing degree of the current ventilation opening is extracted from the wheel cover setting control index, recorded as , calculate the ventilation opening adjustment , ,Will as an adjustment indicator.

[0100] N2. If the adjustment category is ventilation area and angle, confirm the ventilation opening adjustment degree .

[0101] N3. Extracting the wheel cover angle setting and the wheel cover angle adjustment threshold from the wheel cover setting control index, respectively, as and , if the current driving direction is the same as the current wind direction, As the adjustment of the wheel cover angle, , and Respectively represent the proportion coefficients of speed and airflow disturbance, Indicates the upward value symbol, and They are used to set the reference vehicle speed and the interference wind speed respectively.

[0102] N4. If the current driving direction is opposite to the current wind direction, As the adjustment of the wheel cover angle, , adjust the opening and closing degree of the vents and the angle of the wheel cover as adjustment indicators.

[0103] In a specific embodiment, and The values ​​can be 0.6 and 0.4 respectively.

[0104] The embodiment of the present invention combines the vehicle speed, wind speed, the analyzed wheel air interference and the frequency of operation changes to confirm the adjustment degree of the vent opening and the adjustment angle of the wheel cover, fully considers various parameters such as the vehicle speed, and realizes refined control of the wheel cover, thereby ensuring that good aerodynamic performance and vehicle driving stability can be maintained under dynamic conditions.

[0105] Further, confirming the opening and closing degree of the vent adjustment includes: if trigger condition 2 is met, As a vent to adjust the opening .

[0106] If trigger condition 2 is not met, As a vent to adjust the opening , and Respectively represent the proportion coefficients of speed and airflow interference, and thus obtain the opening and closing degree of the vent adjustment , The value is or .

[0107] It should be noted that if the vehicle is traveling at high speed and in a tailwind state, the wheel cover angle is usually appropriately reduced in order to better utilize the airflow and reduce air resistance. For example, the wheel cover is adjusted in the direction close to the vehicle body so that the airflow can flow more smoothly along the surface of the vehicle body, reducing wind resistance and improving the vehicle's driving efficiency. When the vehicle is traveling at high speed and against the wind, the wheel cover angle may need to be increased in order to reduce the resistance of the headwind to the vehicle. The wheel cover is tilted in the windward direction so that the airflow can hit the wheel cover at a more favorable angle, reducing the separation of the airflow and the formation of vortices.

[0108] In a specific embodiment, in addition to the tailwind and headwind mentioned in the present invention, if there is also a crosswind environment, the purpose of adjusting the wheel cover angle is to balance the force of the crosswind on the vehicle and improve driving stability. If the crosswind blows from the left side of the vehicle, in order to offset the effect of the crosswind, it is necessary to appropriately increase the left wheel cover angle and appropriately reduce the right wheel cover angle so that the air pressure distribution on both sides of the vehicle is more uniform. The specific adjustment angle is determined according to the actual wind speed and the current vehicle speed.

[0109] The wheel cover adjustment execution terminal is used to perform corresponding adjustments based on the adjustment category of the wheel cover and the adjustment index under the corresponding adjustment category.

[0110] It should be added that the wheel cover angle can be adjusted through a wheel cover angle device, wherein the wheel cover angle device is composed of an electric motor or a hydraulic drive system and a precise transmission mechanism, and can accurately adjust the angle of the wheel cover according to the adjustment command. Its adjustment range can be from horizontal position to to form a certain angle with the wheel tangent, such as ± , the angle adjustment accuracy can reach ± Such a design enables the wheel cover to effectively guide airflow under different driving conditions, reduce air resistance or optimize airflow distribution around the wheel, thereby improving vehicle stability and handling.

[0111] It should also be added that the ventilation area of ​​the wheel cover can be adjusted by the vent opening and closing mechanism, which adopts an electric shutter type or sliding structure and is installed at the vent of the wheel cover. The mechanism can control the opening and closing degree of the vent according to the control command. For example, when the vehicle is driving at high speed and the air resistance needs to be reduced, the vent can be partially or completely closed, and when the vehicle needs to dissipate heat or is driving at low speed, the vent can be opened to ensure normal heat dissipation of the wheel and good braking performance.

[0112] The embodiment of the present invention integrates the vehicle structure diagram, wind data and vehicle condition data, which can simulate air flow more accurately and determine the adjustment requirements of the wheel cover, thereby greatly improving the scientificity and accuracy of the decision. In addition, the driving state analysis module and the wheel cover adjustment analysis module cooperate with each other, and based on the real-time collected data, it can intelligently determine whether the wheel cover needs to be adjusted and determine the specific adjustment categories and indicators. Whether it is high-speed driving, low-speed driving, encountering crosswinds or different road conditions, the wheel cover can be automatically adjusted according to the actual situation, which can adapt to various complex driving conditions.

[0113] The above contents are merely examples and explanations of the concept of the present invention. Those skilled in the art may make various modifications or additions to the specific embodiments described or replace them in a similar manner. As long as they do not deviate from the concept of the invention or exceed the scope defined by the present invention, they shall all fall within the protection scope of the present invention.

Claims

1. An intelligent control system for wheel covers based on aerodynamics, characterized in that: The system includes: The vehicle basic data import module is used to import the vehicle structure diagram, set the navigation path and the wheel cover setting control index; A wind condition data collection module is used to collect wind condition data through a wind direction sensor installed on the head of the vehicle; The vehicle condition data collection module is used to collect the driving speed through the vehicle speed sensor to obtain the real-time driving speed, measure the real-time speed and temperature of the wheel through the wheel speed sensor and temperature sensor installed at the wheel hub, and record the real-time driving position and real-time driving direction through the GPS locator carried by the vehicle, and import the number of braking times of the vehicle within the current cumulative driving time; Driving status analysis module, used to analyze the need for wheel cover adjustment based on wind condition data, real-time driving speed and real-time wheel speed, and output the analysis results; A wheel cover adjustment analysis module is used to confirm the adjustment category of the wheel cover and the adjustment index under the adjustment category when the analysis result indicates that adjustment is required; The wheel cover adjustment execution terminal is used to perform corresponding adjustments based on the adjustment category of the wheel cover and the adjustment indicators under the corresponding adjustment category.

2. The aerodynamically-based wheel cover intelligent control system according to claim 1, characterized in that: The wheel cover adjustment demand analysis includes: S1, extracting the current vehicle speed from the real-time vehicle speed, extracting the current wind direction and current wind speed from the wind condition data, and extracting the current driving direction from the real-time driving direction; S2. Calculating the actual effective wind speed based on the current vehicle speed, current wind direction, current wind speed and current driving direction; S3. Use the aerodynamic model to output the streamline diagram and pressure cloud diagram in the wheel cover area and analyze the wheel air interference degree, which is recorded as , based on the number of braking times within the current cumulative driving time, the frequency of operation changes is analyzed and recorded as ; S4. If the current vehicle speed is greater than the set reference vehicle speed, and the current driving direction is consistent with the current wind direction, when the actual effective wind speed is greater than the set interference wind speed and the wheel air interference degree is 0, no adjustment is required as the analysis result, otherwise, adjustment is required as the analysis result; S5. If the actual effective wind speed is less than or equal to the set interference wind speed, and the operation change frequency is greater than the set reference value, the analysis result is that adjustment is required, otherwise, the analysis result is that no adjustment is required; S6. If the actual effective wind speed is greater than the set interference wind speed, and the current driving direction is opposite to the current wind direction, when the current wind speed is greater than the set interference wind speed, adjustment will be taken as the analysis result. If the current wind speed is less than or equal to the set interference wind speed, repeat step S5; S7, if the current vehicle speed is less than or equal to the set reference vehicle speed, and the current driving direction is consistent with the current wind direction, when the actual effective wind speed is greater than the set interference wind speed, repeat step S5, otherwise, no adjustment is required as the analysis result; S8. If the current vehicle speed is less than or equal to the set reference vehicle speed, and the current driving direction is opposite to the current wind direction, when the actual effective wind speed is greater than the set interference wind speed, adjustment will be required as the analysis result, otherwise, repeat step S5.

3. The aerodynamically-based wheel cover intelligent control system according to claim 2, characterized in that: The calculation of the actual effective wind speed comprises: The current vehicle speed and current wind speed are respectively and , the current driving direction angle and the current wind direction angle are recorded as and , in the east direction Direction establishes a rectangular coordinate system; The vehicle speed and wind speed are decomposed into vectors in the rectangular coordinate system, respectively, and ,in, , ; Calculate the actual wind speed, recorded as , .

4. The aerodynamics-based wheel cover intelligent control system according to claim 2, characterized in that: The analyzing of wheel air disturbance degree comprises: The streamline diagram is evenly divided into streamline blocks, the number of streamlines in each streamline block and the distance between streamlines are extracted, and the airflow interference factor is set, which is recorded as ; Discontinuities and bifurcations are considered as first-class markers, and vortices are considered as second-class markers. The number of first-class markers is counted from the streamline diagram. And the number of second-class identification ; Statistical airflow disturbance , , and They are the number of first-class identification places and the number of second-class identification places for setting references, is a natural constant; The area and pressure value of each pressure distribution region are extracted from the pressure cloud map, and the pressure distribution area difference and pressure distribution value difference are obtained by standard deviation calculation, and are recorded as and ; Count the sum of the areas of each pressure distribution region where the pressure value is lower than the set pressure value from the pressure cloud map ; right , and Normalization is performed respectively. If a normalization result is less than 0, 0 is used as its normalization result. The normalized result is used as each evaluation variable. The pressure distribution interference degree is obtained by Sigmoid function statistics. ; Set the weights of air flow disturbance and pressure distribution disturbance, and calculate the wheel air disturbance by weighted average. .

5. The aerodynamics-based wheel cover intelligent control system according to claim 4, characterized in that: The step of setting the airflow interference factor comprises: The number of streamlines in each streamline block is divided by the area of ​​the corresponding streamline block to obtain the streamline distribution density of each streamline block; The distance between each streamline is averaged and the average distance between streamlines is obtained. The average distance between streamlines in each streamline block is recorded as , Indicates the streamline block number, , calculate the streamline distribution compactness of each streamline block , , To set the reference streamline spacing, is the floor rounding symbol; The streamline distribution density and streamline distribution compactness of the same streamline diagram block are averaged to obtain the streamline distribution interference of each streamline diagram block, and each streamline diagram block whose streamline distribution interference is greater than the set streamline distribution interference is recorded as each analysis diagram block; If there is an analysis block located at a preset key position of the wheel cover, the analysis block is recorded as a target block, the number of target blocks is counted and divided by the total number of analysis blocks, and the result is used as the airflow interference factor.

6. The aerodynamics-based wheel cover intelligent control system according to claim 2, characterized in that: The frequency of changes in the analysis operations includes: Divide the braking times by the current accumulated driving time, and use the result as the braking frequency, recorded as ; The current driving position is located from the real-time driving position, and then the number of turning sections before the current driving position is located from the set navigation path, which is recorded as the cumulative number of turning sections. At the same time, the distance between the next turning section and the current driving position and the remaining section length of the section where the current driving position is located are located, which are recorded as and ; like , add one to the cumulative number of turning sections and divide it by the current cumulative driving time, and use the result as the turning frequency. Otherwise, use the ratio of the cumulative number of turning sections to the current cumulative driving time as the turning frequency, recorded as , is the set reference distance; Statistical operation change frequency , , and They represent the braking frequency and turning frequency of the set reference respectively, and They represent the weights corresponding to the braking frequency and the turning frequency respectively.

7. The aerodynamics-based wheel cover intelligent control system according to claim 4, characterized in that: The step of confirming the adjustment category of the wheel cover includes: Analyze wheel cooling requirements based on real-time temperature ; The wheel air disturbance degree greater than 0 is recorded as trigger condition 1, the wheel cooling requirement degree greater than the set reference cooling requirement degree is recorded as trigger condition 2, the current vehicle speed greater than the set reference vehicle speed is recorded as trigger condition 3, and the actual effective wind speed greater than the set interference wind speed is recorded as trigger condition 4; If only trigger condition 2 is met, the ventilation area is used as the adjustment category of the wheel cover; If any one of trigger condition 1, trigger condition 3 and trigger condition 4 is met, the angle and ventilation area are used as adjustment categories of the wheel cover.

8. The aerodynamics-based wheel cover intelligent control system according to claim 7, characterized in that: The analyzing the wheel cooling requirement includes: Extract the vehicle chassis height from the vehicle structure diagram and record it as ; With time as the horizontal axis and temperature as the vertical axis, a temperature change curve is constructed, and the slope of the temperature change curve is extracted and recorded as the temperature rise rate. , and locate the total length of the curve segment above the set interference temperature, and then divide it by the length of the temperature change curve, and record the ratio as the temperature interference ratio ; Statistics on wheel cooling requirements , , and Respectively represent the weights of temperature rise rate and temperature interference ratio, To set the reference chassis height, To set the reference temperature rise rate.

9. The aerodynamics-based wheel cover intelligent control system according to claim 7, characterized in that: The adjustment indicators under the adjustment category to which the confirmation belongs include: If the adjustment category is only the ventilation area, extract the current vent opening degree from the wheel cover setting control index and record it as , calculate the ventilation opening adjustment , ,Will As an adjustment indicator; If the adjustment category is ventilation area and angle, confirm the ventilation opening adjustment degree ; From the wheel cover setting control index, the setting of the wheel cover angle and the setting of the wheel cover angle threshold are extracted and recorded as and , if the current driving direction is the same as the current wind direction, As the adjustment of the wheel cover angle, , and Respectively represent the proportion coefficients of speed and airflow disturbance, Indicates the upward value symbol, and They are setting the reference vehicle speed and setting the interference wind speed respectively; If the current driving direction is opposite to the current wind direction, As the adjustment of the wheel cover angle, , adjust the opening and closing degree of the vents and the angle of the wheel cover as adjustment indicators.

10. The aerodynamics-based wheel cover intelligent control system according to claim 9, characterized in that: The step of confirming the opening and closing degree of the vents includes: If trigger condition 2 is met, As a vent to adjust the opening ; If trigger condition 2 is not met, As a vent to adjust the opening , and Respectively represent the proportion coefficients of speed and airflow interference, and thus obtain the opening and closing degree of the vent adjustment , The value is or .

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