An intelligent control system for wheel covers based on aerodynamics

Abstract

The present invention belongs to the technical field of automotive component control, and specifically discloses an intelligent control system for a wheel cover based on aerodynamics. The system includes: 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. The present invention integrates vehicle structure diagrams, wind condition data, and vehicle condition data, can more accurately simulate air flow, judge the adjustment requirements of the wheel cover, and thus greatly improves the scientificity and accuracy of decision-making. Moreover, the driving state analysis module and the wheel cover adjustment analysis module cooperate with each other. Based on the real-time collected data, they can intelligently judge whether the wheel cover needs to be adjusted and determine the specific adjustment categories and indicators, and automatically adjust the wheel cover according to the actual situation, which can adapt to various complex driving conditions and ensure the timeliness and effectiveness of wheel cover control.

Description

Technical Field

[0001] The present invention belongs to the technical field of automotive component control. Specifically, it relates to an intelligent control system for wheel covers based on aerodynamics. Background Art

[0002] As a component of the vehicle in contact with the ground, the air flow condition around the vehicle wheels has a significant impact on the overall air resistance. Traditional wheel designs often do not finely optimize the aerodynamics around the wheels. The emergence of wheel covers is to improve this situation. To further improve the stability of the vehicle and save vehicle energy consumption, it is necessary to control the wheel covers.

[0003] The prior art, such as the vehicle control system disclosed in the Chinese patent application with the application number 202310445629.6, includes: a pair of left and right fairing devices, arranged in front of the left and right pairs of wheels of the vehicle, and each is arranged to be movable between a first storage position stored below the vehicle and a first deployment position protruding downward from the first storage position. A natural wind detection device is arranged on the vehicle to detect the direction of the natural wind relative to the vehicle. And a control device is arranged on the vehicle and controls the independent movement of the pair of left and right fairing devices respectively in response to the direction of the natural wind, thereby being able to improve the aerodynamic performance of the vehicle.

[0004] Another prior art, such as a wheel housing control system, method and vehicle disclosed in the Chinese patent application with the application number 202210980436.6, the system 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 housing state matching the current driving speed, and send the target wheel housing state to the motor controller. The motor controller is used to determine the target position of the movable baffle according to the target wheel housing 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 combined to form the target wheel housing state, thereby realizing the dynamic control of the wheel housing state, and when the wheel housing is closed, it can reduce the wind resistance of the whole vehicle, save energy, reduce the splashing of mud and water outside the wheel housing, and improve driving safety.

[0005] Regarding the above technical solutions, obviously, there are still the following deficiencies in the current wheel cover control: 1. The refinement degree of control analysis is insufficient. Although the current technology involves using wheel covers to improve air performance and forming a wheel housing in combination with movable baffles, it does not conduct targeted wheel cover attitude analysis based on driving characteristics and air flow characteristics, etc., and thus cannot guarantee the reliability and effectiveness of wheel cover attitude control.

[0006] 2. Although the above technologies consider two important factors, namely the direction of natural wind and vehicle speed, they do not fully mention how to finely adjust the wheel cover according to parameters such as the vehicle speed to ensure good aerodynamic performance and vehicle driving stability under these dynamic conditions.

[0007] 3. Currently, the basis for judging the demand for wheel cover control is relatively single. For example, whether to adjust is determined by whether the vehicle speed exceeds a certain threshold, or only the general direction of the wind is considered. The interaction between various factors is not comprehensively considered, which cannot guarantee the accuracy of judging the demand for wheel cover control, and thus cannot guarantee the timeliness of wheel cover control. Summary of the Invention

[0008] In view of this, to solve the problems raised in the above background technology, a smart control system for wheel covers based on aerodynamics is proposed.

[0009] The object of the present invention can be achieved by the following technical solutions: The present invention provides a smart control system for wheel covers based on aerodynamics, which includes: a vehicle basic data import module for importing the vehicle structure diagram, setting the navigation path, and wheel cover setting control indicators.

[0010] A wind condition data collection module for collecting wind condition data through a wind direction sensor installed at the vehicle head.

[0011] A vehicle condition data collection module for collecting the real-time driving speed through a vehicle-mounted speed sensor, obtaining the real-time driving speed, measuring the real-time speed and real-time temperature of the wheels through a wheel speed sensor and a temperature sensor installed at the wheel hub, recording the real-time driving position and real-time driving direction through a vehicle-mounted GPS locator, and at the same time importing the number of braking times during the current cumulative driving duration of the vehicle.

[0012] A driving state analysis module for analyzing the need for wheel cover adjustment based on the wind condition data, real-time driving speed, and real-time speed of the wheels, and outputting the analysis result.

[0013] A wheel cover adjustment analysis module for confirming the adjustment category of the wheel cover and the adjustment indicators under the confirmed adjustment category when the analysis result is a need for adjustment.

[0014] A wheel cover adjustment execution terminal for performing corresponding adjustments based on the adjustment category of the wheel cover and the adjustment indicators under the adjustment category.

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

[0016] (2) The present invention uses an aerodynamic model to simulate and output streamline diagrams and pressure nephograms in the wheel housing area, and combines various factors such as vehicle speed, wind speed, wind direction, and braking to analyze the adjustment requirements of the wheel housing, effectively solving the problem that the current judgment basis factors for the control of the wheel housing are relatively single. It comprehensively considers the interaction between various factors, provides a strong guarantee for the accurate judgment of the control requirements of the wheel housing, and also ensures the timeliness of the control of the wheel housing.

[0017] (3) The present invention determines the corresponding wheel housing adjustment categories by setting different trigger conditions, can make precise adjustments for specific problems encountered by the vehicle during driving, solves the problem of insufficient refinement of current control analysis, fully considers specific driving characteristics and air flow characteristics, etc. for wheel housing attitude analysis, and is convenient for ensuring the reliability and effectiveness of subsequent wheel housing attitude control.

[0018] (4) The present invention combines vehicle speed, wind speed, the analyzed wheel air interference degree, and the analyzed operation change frequency to confirm the opening and closing degree of the ventilation opening and adjust the angle of the wheel housing, fully considering various parameters such as the speed of the vehicle, etc., realizes the refined control of the wheel housing, and can thus ensure maintaining good aerodynamic performance and vehicle driving stability 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 drawings required for describing the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[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 diagram of the overall implementation step flow 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. A higher driving speed will significantly increase the force exerted by the 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 of the wheel cover. For example, when the driving speed is low, the aerodynamic optimization requirements of the wheel cover are 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 rotational speed of the wheel provides a data basis for calculating the motion state of the wheel and its matching relationship with the vehicle speed. For example, by comparing the wheel rotational 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 achieve the best aerodynamic effect under various driving conditions.

[0034] The driving state analysis module is used to analyze the adjustment requirements of the wheel cover based on wind condition data, real-time driving speed, and the real-time rotational speed of the wheel, and output the analysis result.

[0035] Specifically, the analysis of the adjustment requirements of the wheel cover includes: S1. Extract the current vehicle speed from the real-time driving speed, extract the current wind direction and current wind speed from the wind condition data, and extract the current driving direction from the real-time driving direction.

[0036] S2. Calculate the actual acting 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 nephogram in the wheel cover area, analyze the wheel air interference degree, denoted as Based on the number of braking times within the current cumulative driving duration, analyze the operation change frequency, denoted as .

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

[0039] S5. If the actual acting 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, take adjustment required as the analysis result; otherwise, take no adjustment as the analysis result.

[0040] S6. If the actual acting 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 the same as the current wind direction, when the actual acting wind speed is greater than the set interference wind speed, repeat step S5. Otherwise, no adjustment will be 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 acting 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 set reference vehicle speed can be taken as 80 km / h, and the set interference wind speed can be taken as 5 m / s.

[0044] It should be added that the vehicle speed and the wind speed jointly determine the actual flow state of the air relative to the vehicle. During the driving process of the vehicle, the relative speed between the 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 high, the relative speed of the air to the vehicle is large, and the air resistance on the vehicle will increase significantly, which may affect the driving stability of the vehicle, just like the difference in the feeling of walking in a gentle breeze and walking against the wind in a strong wind. Even in the case of a tailwind, different combinations of vehicle speed and tailwind speed will also make the flow of air around the vehicle different, thus affecting the overall aerodynamic performance of the vehicle. All these are related to the combined effect of vehicle speed and wind speed. And the vehicle speed and the wind speed jointly affect the controllability of the vehicle. When driving at a low speed, although the vehicle is relatively easier to control than when driving at a high speed, the wind speed may still generate a lateral force on the vehicle. And the speed of the vehicle determines the response degree of the vehicle to this lateral force. For example, in the case of a side wind, when the vehicle speed is slow, the influence of the lateral force on the vehicle is relatively small, and the driver may be relatively easy to control the vehicle. But if the vehicle speed is slightly faster, even if the wind speed remains unchanged, the influence of the lateral force on the vehicle may be more obvious, and the requirement for the controllability of the vehicle will increase.

[0045] Regarding step S2, the calculation of the actual acting wind speed includes: S21. Denote the current vehicle speed and the current wind speed as and respectively, and denote the current driving direction angle and the current wind direction angle as and respectively. Establish a rectangular coordinate system with the due east direction as the direction.

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

[0047] S23. Calculate the actual acting wind speed, denoted as , .

[0048] Regarding step S3, the specific supplements for using the aerodynamic model to output the streamline diagram and pressure nephogram in the wheelhouse area are as follows: T1. Obtain the three-dimensional shape data of the vehicle from the vehicle structure diagram, including the contour, lines, and curvature of the vehicle body.

[0049] Understandably, the contour, lines, and curvature of the vehicle body are crucial for accurately simulating air flow. For example, the shape of the vehicle's front face, the streamline degree of the vehicle body, and the design of the vehicle's rear end will all affect the adhesion and separation of air on the vehicle surface.

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

[0051] Understandably, the dimensions of each key part are specifically such as the diameter of the wheel, the width of the tire, etc. These dimension 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 air on the side of the vehicle body.

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

[0053] Understandably, different wheel positions will cause changes in the air flow path around the wheels, thereby affecting the air flow distribution and pressure changes in the wheelhouse area.

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

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

[0056] T5. Import the data collected in steps T1 to T3 into the computational fluid dynamics (CFD) model software, establish a three-dimensional geometric model of the vehicle, perform mesh generation on the established geometric model to obtain a number of small elements, and calculate the boundary conditions of the three-dimensional geometric model simultaneously.

[0057] It should be noted that during the modeling process, precise modeling of each component of the vehicle is required, including the body, wheels, wheel arches, etc. For some complex shapes, appropriate simplification methods can be adopted, but it is necessary to ensure that it will not have a significant impact on the simulation results.

[0058] It should also be noted 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 parts where the air flow changes drastically, a denser mesh is required to capture more detailed air flow changes. Common mesh types include tetrahedral meshes and hexahedral meshes, etc.

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

[0060] T6. After setting the boundary conditions, use the computational fluid dynamics (CFD) model software to solve the aerodynamic control equations and output streamline diagrams and pressure contour maps.

[0061] Understandably, during the solution process, the software will iteratively calculate the air flow parameters of each mesh element until a stable solution is converged.

[0062] It should be added that the computational fluid dynamics (CFD) model software usually provides rich post-processing functions, which can present the simulation results in a visual way. By plotting air flow streamlines, velocity contour maps, etc., the air flow around the vehicle can be intuitively observed, especially the air flow trajectory and velocity distribution in the wheel arch area. For example, by observing the streamline diagram, the separation and reattachment phenomena of the air flow around the wheel arch can be found, as well as whether the air flow can effectively flow through the inside of the wheel arch. Analyzing the pressure contour map of the wheel arch area can understand the pressure changes. On the surface of the wheel arch, the uneven pressure distribution will cause different forces of the air on the wheel arch, and these forces may affect the stability of the wheel arch and the aerodynamic performance of the vehicle. By analyzing the pressure changes, the high-pressure area and low-pressure area on the surface of the wheel arch and the magnitude of the pressure difference can be determined.

[0063] Regarding the analysis of the wheel air interference degree in step S3, it includes: E1. Divide the streamline diagram evenly into each streamline diagram block, extract the number of streamline segments and the spacing between each pair of streamlines in each streamline diagram block, and set the air flow interference factor, denoted as .

[0064] E2. Take interruptions and bifurcations as the first type of identifiers and vortices as the second type of identifiers, and count the number of the first type of identifiers from the streamline diagram and the number of the second type of identifiers .

[0065] E3. Statistically calculate the air flow interference degree , , and are the number of the first type of identifiers and the number of the second type of identifiers set as the reference respectively, is the natural constant.

[0066] E4. Extract the area and pressure value of each pressure distribution region from the pressure contour map, calculate the pressure distribution area difference degree and the pressure distribution numerical difference degree respectively through the standard deviation, and denote them as and .

[0067] E5. Statistically calculate the total area of each pressure distribution region with a pressure value lower than the set pressure value from the pressure contour map.

[0068] E6. Perform normalization processing on , and respectively. If the result of a certain normalization processing is less than 0, take 0 as its normalization processing result. Take the results after the normalization processing as each evaluation variable, and statistically calculate the pressure distribution interference degree through the Sigmoid function.

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

[0070] It should be added that for vehicle models with relatively simple shapes, the number of type - one identification points for reference setting can be set to 10, and the number of type - two identification points can be set to 5. Under this condition, the air flow around the vehicle is relatively smooth, and occasionally there may be some small air - flow interruptions or bifurcations. Therefore, the number of type - one identification points is not too large. And the generation of vortices is relatively less, so the number of type - two identification points is also relatively low. For vehicles with complex shapes, such as racing cars with special aerodynamic designs, the number of type - one identification points for reference setting can be set to 20, and the number of type - two identification points can be set to 15. In this case, the air flow around the vehicle is strongly affected by various factors, and it is easy to generate a large number of air - flow interruptions, bifurcations, and vortices. Therefore, larger values are required to reasonably measure the air - flow interference situation.

[0071] It should also be added that for 、 and respectively, the normalization processing formulas are as follows: 、 and , where 、 and represent the difference degree of the pressure - distribution area, the difference degree of the pressure - distribution value, and the total low - pressure area for reference setting respectively.

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

[0073] Furthermore, setting the air - flow interference factor in step E1 includes: E11. Divide the number of streamlines in each streamline - diagram block by the area of the corresponding streamline - diagram block to obtain the streamline - distribution density of each streamline - diagram block.

[0074] E12. Calculate the average value of the distances between each pair of streamlines to obtain the average distance between streamlines. Denote the average distance between streamlines in each streamline - diagram block as , represents the streamline - diagram - block number, , calculate the streamline - distribution compactness of each streamline - diagram block , , ​​To set the reference streamline spacing, is the floor function symbol.

[0075] E13. Calculate the average of the streamline distribution density and streamline distribution compactness of the same streamline block to obtain the streamline distribution interference degree of each streamline block. Mark the streamline blocks with a streamline distribution interference degree greater than the set streamline distribution interference degree as each analysis block.

[0076] E14. If there is an analysis block located in the pre-set key part of the wheelhouse, mark this analysis block as the target block, count the number of target blocks, and divide it by the total number of analysis blocks. Take the result as the airflow interference factor.

[0077] It should be added that for small ordinary household vehicles, their body sizes are relatively small and the air flow is relatively simple. Under general driving conditions, if the airflow interference in the wheelhouse area is mainly concerned, the set reference streamline spacing can be between 5 - 15 mm. For example, in a relatively stable airflow environment, when the vehicle is driving at a constant speed, take 10 mm as the reference streamline spacing. Large commercial vehicles such as trucks and buses have larger bodies and more complex air flows. To accurately evaluate the airflow interference, the set reference streamline spacing needs to be appropriately increased. Usually, it can be taken between 15 - 30 mm. Taking a large truck as an example, the airflow range around its wheels and body is large, and take 20 mm as the reference streamline spacing. For sports cars, the airflow on the body surface is more refined. For such vehicles, the set reference streamline spacing needs to be more precise. The value range may be between 2 - 8 mm. For example, near the rear wing of a sports car, the air flow is crucial for the vehicle's downforce and stability, and take 4 mm as the reference streamline spacing.

[0078] It should be added that the key part of the wheelhouse specifically refers to the place around the tire and the gap between the wheel and the body. If the streamline is too dense, it may form a local high-pressure area, affecting the normal operation and heat dissipation of the wheel.

[0079] Understandably, a low-pressure area with a large area may cause the air to form turbulence in this area, affecting the aerodynamic performance of the vehicle. Especially at the rear of the wheelhouse, if a large-area low-pressure area appears, it may increase the wind resistance of the vehicle and also affect the stability of the vehicle.

[0080] Regarding step S3, the frequency of change of the described analysis operation includes: U1. Divide the number of brakings by the current cumulative driving duration, and take the result as the braking frequency, denoted 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, which is recorded as the cumulative number of turning sections. 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, which are respectively recorded as and .

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

[0083] U4. Statistically calculate the operation change frequency , , and respectively represent the braking frequency and the turning frequency set as references, and respectively represent the weights corresponding to the braking frequency and the turning frequency.

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

[0085] In the embodiment of the present invention, by using the aerodynamic model to simulate and output the streamline diagram and pressure nephogram in the wheel housing area, and combining various factors such as vehicle speed, wind speed, wind direction, and braking to analyze the wheel housing adjustment requirements, the problem that the current judgment basis factors for wheel housing control are relatively single is effectively solved, the interaction between various factors is comprehensively considered, which provides a strong guarantee for the accurate judgment of wheel housing control requirements, and also ensures the timeliness of wheel housing control.

[0086] The wheel housing adjustment analysis module is used to confirm the adjustment category of the wheel housing and the adjustment indicators under the confirmed adjustment category when the analysis result is demand adjustment.

[0087] Specifically, please refer to Figure 3 shown, to confirm the adjustment category of the wheel housing, including: analyzing the wheel cooling demand degree based on the real-time temperature .

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

[0089] If only trigger condition 2 holds, take the ventilation area as the adjustment category of the wheel cover.

[0090] If any one of trigger condition 1, trigger condition 3, and trigger condition 4 holds, take the angle and ventilation area as the adjustment category of the wheel cover.

[0091] It should be added that a wheel air interference degree greater than 0 indicates that there is air flow disorder in the wheel cover area, which will increase air resistance and affect the driving stability and energy consumption of the vehicle. Adjusting the wheel cover angle can change the flow direction and distribution of the air flow, making the air flow pass through the wheel cover surface more smoothly, reducing the generation of eddy currents and turbulence, thereby reducing air resistance and improving the aerodynamic performance of the vehicle. For example, by adjusting the angle, the air flow can be guided around obstacles to avoid the formation of vortices when the air flow separates at the edge of the wheel cover. At the same time, a large air interference degree may lead to poor ventilation inside the wheel cover, affecting the heat dissipation effect. Components such as the braking system and tires of the vehicle generate a large amount of heat during operation and require good ventilation for heat dissipation. By adjusting the ventilation area at the same time, the air circulation volume can be increased, allowing more cold air to enter the inside of the wheel cover, taking away heat, and improving the heat dissipation efficiency.

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

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

[0094] In the embodiment of the present invention, by setting different trigger conditions to determine the corresponding adjustment categories of the wheel cover, it is possible to accurately adjust according to the specific problems encountered by the vehicle during driving, solve the problem of insufficient refinement of the current control analysis, and fully consider the specific driving characteristics and air flow characteristics, etc. for the wheel cover attitude analysis, which is convenient for ensuring the reliability and effectiveness of the subsequent wheel cover attitude control.

[0095] Further, the analysis of the wheel cooling demand degree includes: J1. Extract the vehicle chassis height from the vehicle structure diagram and denote it as .

[0096] J2. With time as the abscissa and temperature as the ordinate, construct a temperature change curve, extract the slope of the temperature change curve, and denote it as the temperature rise rate , and locate the total length of the curve segment above the set interference temperature from it, and then divide it by the length of the temperature change curve, and denote the ratio as the temperature interference ratio .

[0097] J3. Statistically analyze the wheel cooling demand degree , , and respectively represent the weights of the temperature rise rate and the temperature interference ratio, is the set reference chassis height, is the set reference temperature rise rate.

[0098] In a specific embodiment, and can be respectively set to 0.6 and 0.4, is set to 140 mm, is set to 0.1.

[0099] Specifically, the adjustment indicators under the confirmed adjustment category include: N1. If the adjustment category is only the ventilation area, extract the opening degree of the current ventilation opening from the control indicators set for the wheel housing, denoted as , calculate the adjusted opening degree of the ventilation opening , , and use as the adjustment indicator.

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

[0101] N3. Extract the set wheel housing angle and the set threshold for adjusting the wheel housing angle from the control indicators set for the wheel housing, denoted as and respectively. If the current driving direction is the same as the current wind direction, use as the adjusted wheel housing angle, denoted as , and respectively represent the proportion coefficients of speed and air flow interference degree, represents the upward value-taking symbol, and are the set reference vehicle speed and the set interference wind speed respectively.

[0102] N4. If the current driving direction is opposite to the current wind direction, use as the adjusted wheel housing angle, denoted as , and use the adjusted opening degree of the ventilation opening and the adjusted wheel housing angle as the adjustment indicators.

[0103] In a specific embodiment, and can take values of 0.6 and 0.4 respectively.

[0104] In the embodiment of the present invention, by combining the vehicle speed, wind speed, and the analyzed wheel air interference degree and the analyzed operation change frequency, the adjusted opening degree of the ventilation opening and the adjusted wheel housing angle are confirmed, fully considering various parameters such as the vehicle speed, etc., realizing the refined control of the wheel housing, and further being able to ensure maintaining good aerodynamic performance and vehicle driving stability under dynamic conditions.

[0105] Furthermore, confirming the adjusted opening degree of the ventilation opening includes: if trigger condition 2 is satisfied, use as the adjusted opening degree of the ventilation opening .

[0106] If trigger condition 2 is not satisfied, use as the adjusted opening degree of the ventilation opening , and respectively represent the proportion coefficients of speed and airflow interference degree, and based on this, the opening and closing degree of the ventilation opening is obtained , The value range is or .

[0107] It should be noted that if the vehicle is traveling at high speed and in a downwind state, in order to make better use of the airflow and reduce air resistance, the wheel arch angle is usually appropriately reduced. For example, the wheel arch is adjusted towards the body to make the airflow flow more smoothly along the body surface, reducing wind resistance and improving the driving efficiency of the vehicle. When the vehicle is traveling at high speed and against the wind, in order to reduce the resistance of the headwind to the vehicle, it may be necessary to increase the wheel arch angle. The wheel arch is tilted towards the windward direction so that the airflow can impact the wheel arch at a more favorable angle, reducing the separation and vortex formation of the airflow.

[0108] In a specific embodiment, in addition to the downwind and headwind mentioned in the present invention, if it is a crosswind environment, the purpose of adjusting the wheel arch 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 influence of the crosswind, it is necessary to appropriately increase the wheel arch angle on the left side and appropriately reduce the wheel arch angle on the right side to make the air pressure distribution on both sides of the vehicle more uniform. The specific adjustment angle needs to be determined according to the actual acting wind speed and the current vehicle speed.

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

[0110] It should be added that the wheel arch angle can be adjusted through a wheel arch angle device. The wheel arch angle device consists of an electric motor or a hydraulic drive system and a precision transmission mechanism, and can accurately adjust the angle of the wheel arch according to the adjustment instruction. Its adjustment range can be from the horizontal position to a certain angle with the wheel tangent, for example, ± , and the angle adjustment accuracy can reach ± Such a design can enable the wheel arch to effectively guide the airflow under different driving conditions, reduce air resistance or optimize the airflow distribution around the wheel, and improve the stability and controllability of the vehicle.

[0111] It also should be added that the ventilation area of the wheel arch can be adjusted through a ventilation opening opening and closing mechanism. The ventilation opening opening and closing mechanism adopts an electric louver type or a sliding type structure and is installed at the ventilation opening of the wheel arch. This mechanism can control the opening and closing degree of the ventilation opening according to the control instruction. For example, when traveling at high speed and air resistance needs to be reduced, the ventilation opening can be partially or completely closed, while when the vehicle needs to dissipate heat or is traveling at low speed, the ventilation opening can be opened to ensure normal heat dissipation of the wheel and good braking performance.

[0112] The embodiments of the present invention integrate vehicle structure diagrams, wind condition data, and vehicle condition data, which can more accurately simulate air flow, judge the adjustment requirements of wheel covers, and thus greatly improve the scientificity and accuracy of decision-making. Moreover, the driving state analysis module and the wheel cover adjustment analysis module cooperate with each other. Based on the real-time collected data, they can intelligently judge whether the wheel cover needs to be adjusted and determine the specific adjustment categories and indicators. Whether driving at high speed, low speed, encountering crosswinds, or on different road conditions, the wheel cover can be automatically adjusted according to the actual situation, adapting to various complex driving conditions.

[0113] The above content is only an example and illustration of the concept of the present invention. Those skilled in the art of the present technology can make various modifications or supplements to the described specific embodiments or use similar methods for substitution, as long as they do not deviate from the concept of the invention or exceed the scope defined by the present invention, they should 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; A wheel cover adjustment execution terminal, used for making corresponding adjustments based on the adjustment category of the wheel cover and the adjustment index under the corresponding adjustment category; 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.

2. The aerodynamics-based wheel cover intelligent control system according to claim 1, 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 , .

3. The aerodynamically-based wheel cover intelligent control system according to claim 1, 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. .

4. The aerodynamically-based wheel cover intelligent control system according to claim 3, 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.

5. The aerodynamics-based wheel cover intelligent control system according to claim 1, 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.

6. The aerodynamics-based wheel cover intelligent control system according to claim 3, 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.

7. The aerodynamically based wheel cover intelligent control system according to claim 6, 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.

8. The aerodynamics-based wheel cover intelligent control system according to claim 6, 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.

9. The aerodynamically based wheel cover intelligent control system according to claim 8, 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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