An intelligent control system for automobile aerodynamic components

Abstract

The present invention belongs to the field of automobile power control technology, and specifically discloses an intelligent control system for automobile aerodynamic components, which includes an environmental information monitoring module, a driving data import module, an automobile driving analysis module, a driving adjustment judgment module, a component startup confirmation module, a component startup execution terminal, and an execution analysis feedback terminal. The present invention effectively solves the problem that the current control algorithm is relatively simple and lacks adaptability, and is convenient for coping with complex and changeable actual driving scenarios. It comprehensively considers the interaction between multiple factors such as vehicle status and road conditions, and comprehensively considers the interaction between multiple factors such as vehicle status and road conditions, thereby providing a strong guarantee for the accuracy and effectiveness of subsequent control. At the same time, by analyzing the execution effect of the startup component to the standard and providing feedback, it provides a reliable reference for adaptive optimization of the next regulation.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile power control, and in particular relates to an intelligent control system for automobile aerodynamic components. Background Art

[0002] With the development of the automobile industry, consumers have higher and higher requirements for automobile performance. They not only pay attention to power and comfort, but also have higher expectations for fuel economy and handling stability. The energy consumed by overcoming air resistance when the car is driving accounts for a very high proportion of the total energy consumption, so controlling aerodynamic components to reduce fuel consumption has become one of the main ways.

[0003] Prior art, such as a Chinese invention patent application with application number 202011106535.9, discloses an active aerodynamic kit control system for an automobile, which includes a front wing component, a rear wing component, and an ECU controller. The front wing component and the rear wing component are respectively installed at the front and rear of the vehicle body. The front wing component includes a front wing throttle mechanism, and the front wing throttle mechanism is used to control the opening and closing of the front wing throttle channel. The rear wing component includes a rear wing, a left rear wing throttle mechanism, and a right rear wing throttle mechanism. The ECU controller collects vehicle conditions for logical calculation and judgment, and controls the front wing throttle mechanism, the left rear wing throttle mechanism, and the right rear wing throttle mechanism. It has the characteristics of stable performance and high degree of intelligence, thereby greatly improving the aerodynamic performance of the automobile and the handling stability of high-speed cornering, and has good application value.

[0004] The prior art, such as the Chinese invention patent application with application number 201911152035.6, discloses an active control system for an automobile aerodynamic kit based on flow field perception, which includes a signal acquisition module, a signal transmission module, a main control module, an execution module and a kit module connected in sequence. The signal acquisition module is used to collect the characteristic signal of the flow field on the surface of the automobile, and transmit the signal to the main control module through the signal transmission module. The main control module processes the transmitted data, judges the flow field environment and vehicle status around the vehicle, drives the kit module through the execution module, and performs motion feedback, so that the vehicle reaches the optimal state of aerodynamic performance. Therefore, by collecting and processing the flow field information around the vehicle, the flow field state around the vehicle can be analyzed and judged in real time, and the aerodynamic kit of the vehicle can be actively controlled based on this, so that the aerodynamic performance of the vehicle under different environments is optimized, which can effectively improve the stability and fuel economy of the vehicle.

[0005] With regard to the above technical solutions, it is obvious that the current aerodynamic component control still has the following deficiencies: 1. The existing technical solutions mainly control the components based on logical calculations and judgments of the collected data, but the control algorithm may be relatively simple. For complex and changeable actual driving scenarios, such as changes in road types, comprehensive consideration is not given, and the interaction between multiple factors cannot be fully considered, which leads to certain deficiencies in the accuracy and effectiveness of the control.

[0006] 2. When the control is currently being carried out, there is no analysis and feedback of the control effect, so it is impossible to perform adaptive optimization during the next adjustment, and it is also impossible to provide reliable reference suggestions for the maintenance of the vehicle's control components.

[0007] 3. When multiple aerodynamic component control measures are used simultaneously, there is currently a lack of systematic research on this complex interaction, which makes it impossible to accurately grasp the best combination when multiple control measures are used together. The adjustment speed and frequency of different control measures also vary. Currently, it is impossible to maximize the control rate while ensuring the control effect. 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 for automobile aerodynamic components is now proposed.

[0009] The purpose of the present invention can be achieved through the following technical solutions: The present invention provides an intelligent control system for automobile aerodynamic components, which includes: an environmental information monitoring module, which is used to start wind speed sensors and pressure sensors arranged at various positions of the vehicle to perform corresponding data monitoring and record wind speed data and pressure data.

[0010] The driving data import module is used to import the current vehicle's driving speed data, current position, current road surface smoothness, navigation path and current aerodynamic component setting indicators.

[0011] The vehicle driving analysis module is used to analyze the vehicle's driving conditions, obtain driving condition information, perform air interference analysis, and output various aerodynamic indicators.

[0012] The driving adjustment judgment module is used to judge the activation demand of the aerodynamic components of the vehicle based on the driving conditions and various aerodynamic indicators of the vehicle.

[0013] The component start confirmation module is used to confirm the start of the aerodynamic component when the judgment result is a demand start, record it as a start component, and confirm the start indicator of the start component.

[0014] The component startup execution terminal is used to control the execution mechanism of the corresponding startup component to make corresponding adjustments based on the startup index of the startup component.

[0015] The execution analysis feedback terminal is used to import the vehicle's set driving data and monitored driving data after completing the adjustment of the starting components, and to start the vehicle again to deploy wind speed sensors and pressure sensors at various positions to monitor the corresponding data, analyze the execution effect of the starting components to see if they meet the standards, and provide feedback.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: (1) When analyzing the driving conditions of a car, the present invention analyzes the driving path interference, driving status and driving posture of the vehicle, and then makes a subsequent judgment on the start-up requirements and start-up index analysis of the aerodynamic components of the car, thereby effectively solving the problem that the current control algorithm is relatively simple and lacks adaptability, making it easier to cope with complex and changeable actual driving scenarios, and comprehensively considering the interaction between multiple factors such as vehicle status and road conditions, thereby providing a strong guarantee for the accuracy and effectiveness of subsequent control.

[0017] (2) When performing air disturbance analysis, the present invention analyzes the wind speed disturbance, the current air resistance coefficient of the vehicle, and the lift coefficient of the vehicle, thereby intuitively displaying the flow of air around the vehicle body. Comprehensive consideration of these three factors helps to comprehensively improve the aerodynamic performance of the vehicle, improve the rationality of subsequent control, and thus improve the subsequent vehicle handling stability and driving safety.

[0018] (3) The present invention makes a detailed analysis of various aerodynamic indicators and driving condition information, and then confirms the compensation of starting aerodynamic components when confirming the start of aerodynamic components, which makes up for the current lack of systematic research on such complex interactions, facilitates accurate grasp of the best combination mode when multiple control measures are used in combination, and thus improves the control rate as much as possible while ensuring the control effect.

[0019] (4) The present invention effectively solves the problem of no control effect analysis and feedback by analyzing the execution effect of the starting component and providing feedback. It can clearly present the performance indicators of the components during the starting process, providing a reliable reference for adaptive optimization of the next control, and also providing reliable reference suggestions for the maintenance of vehicle aerodynamic components. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] 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.

[0021] Figure 1 This is a schematic diagram of the connection of the system modules of the present invention.

[0022] Figure 2 It is a schematic diagram of the overall implementation process of the present invention.

[0023] Figure 3 This is a schematic diagram of the aerodynamic component startup demand determination process of the present invention. DETAILED DESCRIPTION

[0024] 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.

[0025] See also Figure 1 and Figure 2 As shown, the present invention provides an intelligent control system for automobile aerodynamic components, which includes: an environmental information monitoring module, a driving data importing module, an automobile driving analysis module, a driving adjustment judgment module, a component start confirmation module, a component start execution terminal and an execution analysis feedback terminal.

[0026] In the above, the automobile driving analysis module is respectively connected to the environmental information monitoring module, the driving data import module and the driving adjustment judgment module, the component startup confirmation module is respectively connected to the driving adjustment judgment module and the component startup execution terminal, and the component startup execution terminal is also connected to the execution analysis feedback terminal.

[0027] The environmental information monitoring module is used to start the wind speed sensors and pressure sensors arranged at various positions of the vehicle to perform corresponding data monitoring and record the wind speed data and pressure data.

[0028] Specifically, the wind speed data is the wind speed at each monitoring time point, and the pressure data is the pressure at each monitoring time point.

[0029] The driving data importing module is used to import the current vehicle's driving speed data, current position, current road surface flatness, navigation path and current aerodynamic component setting index.

[0030] Specifically, the driving speed data includes the driving speed, longitudinal acceleration and lateral acceleration at each monitoring time point, wherein the longitudinal acceleration is obtained by a longitudinal acceleration sensor installed on the vehicle, and the longitudinal acceleration is obtained by a lateral acceleration sensor installed on the vehicle.

[0031] It should be added that the various positions of the vehicle body specifically include the front, rear, sides of the vehicle body and wheel positions.

[0032] It should be added that the road surface flatness is obtained by collecting road surface point cloud data through a multi-line laser radar installed on the vehicle. By analyzing the difference in the theoretical distance between each point in the point cloud data and the laser radar to the ground, the depressions and protrusions of the road surface are judged, and the flatness is detected.

[0033] Understandably, analyzing point cloud data includes: 1) converting the collected point cloud data into a unified geographic coordinate system or a local coordinate system that is easy to analyze. At the same time, if there are multiple sets of point cloud data collected at different locations or at different times, alignment operations are required so that they can accurately correspond to the actual road surface position to ensure the accuracy of subsequent analysis.

[0034] 2) Use filtering algorithm to filter the point cloud data.

[0035] Understandably, commonly used filtering methods include straight-through filtering, voxel filtering, statistical filtering, etc. For example, straight-through filtering can exclude points corresponding to non-road objects that are too high or too low, and filter out the point cloud in the road area according to the set spatial range, such as points limited to a certain height range. Statistical filtering is based on the distribution statistical characteristics of points in the point cloud, removing outliers that obviously deviate from the normal distribution, so that the point cloud data for subsequent analysis is purer and more focused on the road conditions.

[0036] 3) Based on the installation height, installation angle and measurement principle of the laser radar, calculate in advance the theoretical distance of the laser radar to the ideal horizontal road surface.

[0037] Understandably, for example, it is known that the laser radar is installed on the top of the vehicle at a height of h meters from the ground. When it emits a laser beam vertically downward, the theoretical distance to the horizontal road surface is h meters.

[0038] 4) For each point in the road surface related point cloud data retained after preprocessing, calculate its actual measured distance from the lidar, and then compare it with the theoretical distance determined above to obtain the distance difference value, calculate the standard deviation of the distance difference values ​​corresponding to each point, and use the standard deviation calculation result as the road surface flatness.

[0039] The automobile driving analysis module is used to analyze the driving condition of the automobile, obtain driving condition information, perform air interference analysis, and output various aerodynamic indicators.

[0040] Specifically, analyzing the driving condition of the vehicle includes: E1, marking the current position of the current vehicle in the navigation path, recording the position of the marking point, and analyzing the interference degree of the driving path of the current vehicle.

[0041] E2. Extract the current longitudinal acceleration from the driving speed data and compare it with the set reference longitudinal acceleration threshold. If the longitudinal acceleration is greater than the set first longitudinal acceleration, record the current driving state of the vehicle as an acceleration state.

[0042] E3. If the current longitudinal acceleration is a negative value and its absolute value is less than or equal to the set second longitudinal acceleration, normal deceleration is taken as the current driving state of the vehicle; otherwise, emergency deceleration is taken as the current driving state of the vehicle.

[0043] E4. Extract the current lateral acceleration from the driving speed data. If the lateral acceleration is 0, take straight-line driving as the current driving posture of the vehicle. Otherwise, take turning driving as the current driving posture of the vehicle. Take the vehicle's driving path interference degree, driving state and driving posture as driving condition information.

[0044] When analyzing the driving conditions of a car, the embodiment of the present invention analyzes the driving path interference degree, driving state and driving posture of the vehicle, and then makes a subsequent judgment on the start-up requirements and starts index analysis of the aerodynamic components of the car, thereby effectively solving the problem that the current control algorithm is relatively simple and lacks adaptability, making it easier to cope with complex and changeable actual driving scenarios, and comprehensively considering the interaction between multiple factors such as vehicle status and road conditions, thereby providing a strong guarantee for the accuracy and effectiveness of subsequent control.

[0045] In a specific embodiment, the first longitudinal acceleration may be set to a value of 0.5 m / s², and the second longitudinal acceleration may be set to a value of 1 m / s².

[0046] Furthermore, the analysis of the interference degree of the current vehicle's driving path in step E1 includes: E11, identifying the type of the road section where the marked point is located and the next road section from the navigation path.

[0047] E12. If the road section where the marked point is located and the next road section are both straight sections, the path type interference factor is recorded as , if the type of the road section where the marked point is located is a non-straight road section, and the type of the next road section is a straight road section, the road section type interference factor is recorded as , if the road section where the marked point is located and the next road section are both non-straight sections, the road section type interference factor is recorded as , and thus obtain the road section type interference factor , The value is or or , .

[0048] E13. If the type of the road section where the marked point is located is a non-straight road section, identify the length of the road section to be traveled on the road section where the marked point is located from the navigation path, and divide it by the length of the road section where the marked point is located to obtain the length of the road section to be traveled. , the current road surface smoothness is recorded as .

[0049] E14. Count the interference degree of the current vehicle's driving path , , and They respectively represent the ratio of the road section to be traveled and the road surface smoothness as the set reference.

[0050] It should be added that the smaller the ratio of the road section to be driven, the vehicle is about to enter the next road section, that is, the smaller the ratio of the road section to be driven, the vehicle is about to enter the next road section, and the vehicle is in the transition area between different road sections. Different road sections may differ in terms of road type, road conditions, such as from a smooth asphalt road to a potholed cement road, and lane width. These differences will cause sudden changes in the airflow environment around the vehicle. For example, when entering a narrow-lane urban road from a wide-lane highway, the air flow space around the vehicle suddenly narrows in the lateral direction, the lateral constraint of the airflow is enhanced, and the air pressure distribution on the side of the vehicle body changes dramatically, thereby increasing the interference of the vehicle's driving path. In addition, the aerodynamic components of the vehicle are usually designed and optimized based on specific driving conditions and airflow environments. When the ratio of the road section to be driven becomes smaller and the next road section is about to be entered, the aerodynamic components may not be able to adapt to the new road conditions and airflow conditions immediately. Therefore, the smaller the ratio of the road section to be driven and the lower the flatness, the greater the interference of the vehicle's driving path.

[0051] In a specific embodiment, The value can be 0.3. The value can be 3 cm. , and The possible values ​​are 0.1, 0.6 and 0.8 respectively.

[0052] It should be added that for different road type combinations, different road type interference factors can be set to quantify the potential interference degree of such road condition changes on the vehicle's driving path. For example, the interference factor of entering a straight road from a non-straight road is 0.6, indicating that such road condition changes may have a greater impact on vehicle driving, and the vehicle needs to adjust aerodynamic components, speed and other parameters in time to adapt to the airflow environment and driving requirements under the new road conditions.

[0053] In another specific embodiment, the air disturbance analysis includes: B1, extracting the wind speed at each monitoring time point from the wind speed data at each position, extracting the maximum wind speed at each position, and recording it as , Indicates the position number. .

[0054] B2. Statistical analysis of wind speed disturbance at each location , , For setting The reference load-bearing wind speed at each location.

[0055] B3. Extract the current pressure from the pressure data at each position, calculate the force at each position, and perform vector summation on the forces at each position to obtain the component of the total air force in the direction of vehicle travel, recorded as .

[0056] B4. Calculate dynamic pressure based on average driving speed , and then the current air resistance coefficient of the car is calculated based on the air resistance coefficient calculation formula, which is recorded as .

[0057] B5. Extract the pressure at each monitoring point from the pressure data at each position, calculate the average pressure by averaging, and extract the average pressure at the top and bottom of the vehicle body from the average wind speed at each position. The average pressure at the top and bottom of the vehicle body are recorded as and , calculate the current lift coefficient of the car , , is the area occupied by the vehicle, is the windward area.

[0058] B6. The wind speed interference at each position, the current air resistance coefficient of the car and the lift coefficient of the car are used as various aerodynamic indicators.

[0059] It should be added that the force pressure at each position is multiplied by the area at that position.

[0060] It should be added that the dynamic pressure calculation formula is: , is the air density, is the average driving speed.

[0061] It should also be added that the calculation formula for the air resistance coefficient is: , is the frontal area. The frontal area can be determined by the vehicle's external dimensions data or laser scanning.

[0062] When performing air disturbance analysis, the embodiment of the present invention analyzes the wind speed disturbance, the current air resistance coefficient of the car and the lift coefficient of the car, and intuitively displays the flow of air around the car body. Comprehensive consideration of these three factors helps to comprehensively improve the aerodynamic performance of the car, improve the rationality of subsequent control, and thus improve the handling stability and driving safety of subsequent vehicles.

[0063] The driving adjustment judgment module is used to judge the start-up demand of the aerodynamic components of the vehicle based on the driving conditions of the vehicle and various aerodynamic indicators.

[0064] Specifically, see Figure 3 As shown, the start-up demand judgment of the vehicle dynamics component is performed, including: extracting the vehicle driving path interference degree from the driving condition information, matching and comparing the driving path interference degree with the corresponding associated driving path interference degree intervals of each load-bearing wind speed interference degree of the set reference, and obtaining the matching load-bearing wind speed interference degree.

[0065] The position where there is a wind speed interference greater than the matching load-bearing wind speed interference is defined as judgment condition 1, the current air drag coefficient of the vehicle is greater than the set reference air drag coefficient is defined as judgment condition 2, and the current lift coefficient of the vehicle exceeds the set reference lift coefficient range is defined as judgment condition 3.

[0066] It is determined whether any of the conditions 1, 2, and 3 are met. If so, the need to start is used as the determination result. If not, no need to start is used as the determination result.

[0067] The component start confirmation module is used to confirm the start of the aerodynamic component when the judgment result is that the start is required, record it as the start component, and confirm the start index of the start component.

[0068] Specifically, confirming the start of the aerodynamic components includes: R1, recording only judgment condition 1 as control scenario I, recording judgment condition 1 as well as judgment condition 2 or judgment condition 3 as control scenario II.

[0069] R2. If it is control scenario I, each position where the wind speed interference is greater than the matching load-bearing wind speed interference is recorded as each focus position, and the corresponding associated aerodynamic component at each position is used as the starting aerodynamic component.

[0070] R3. If it is control scenario II, the starting aerodynamic components under control scenario I are used as the reference starting components.

[0071] R4. Extract the current driving speed from the driving speed data, and match and compare it with the driving speed intervals corresponding to the set speed levels to obtain a matching driving speed level. The driving speed levels include high speed, medium speed and low speed.

[0072] R5. Based on the driving status and driving posture, if the vehicle is currently driving at high speed, accelerating and turning, or is currently driving at high speed, decelerating urgently and turning, and the corresponding position of a certain reference starting component is the head, the rear spoiler is used as the compensatory starting aerodynamic component; if the side skirts do not exist in the reference starting component, the side skirts are used as the compensatory starting aerodynamic components.

[0073] R6. If the vehicle is currently in high speed, accelerating and traveling in a straight line, or is currently in high speed, emergency deceleration and traveling in a straight line, and the corresponding position of a certain reference starting component is the head, the rear spoiler is used as the compensating starting aerodynamic component, and then the reference starting component and the compensating starting aerodynamic component are combined into a starting aerodynamic component.

[0074] It should be added that when the engine power output is large, the aerodynamic components need to be adjusted appropriately according to the vehicle speed and other conditions, such as opening the air intake grille appropriately to ensure the intake volume to meet the high power requirements of the engine. At the same time, the rear spoiler and other components can maintain a suitable angle according to the vehicle speed and target aerodynamic performance to avoid excessive air resistance affecting the acceleration performance. If the deceleration is rapid, such as emergency braking, the rear spoiler should be adjusted quickly to increase the angle, thereby increasing the rear wheel downforce, helping to shorten the braking distance and improve braking stability.

[0075] Understandably, the greater the lateral acceleration, the sharper the turn. When turning, aerodynamic components such as adjustable side skirts should play a role, appropriately increase the downforce on the outside of the turn according to the size of the lateral acceleration, thereby enhancing the lateral stability of the vehicle, reducing the risk of roll and tail swing, and ensuring that the vehicle can smoothly pass the curve.

[0076] The embodiment of the present invention makes a detailed analysis of various aerodynamic indicators and driving condition information, and then confirms the compensation of starting aerodynamic components when confirming the starting of aerodynamic components, which makes up for the current lack of systematic research on such complex interactions, facilitates accurate grasp of the best combination method when multiple control measures are used in combination, and thus improves the control rate as much as possible while ensuring the control effect.

[0077] In another specific embodiment, the start-up index of the start-up component is confirmed, including: Y1. Based on the control scenario, the control compensation factor is set. .

[0078] Y2. If the starting component is the air intake grille, extract the current opening of the air intake grille from the current aerodynamic component setting index, and record it as ,Will As the adjustment of the air intake grille opening, , and as a starting indicator.

[0079] Y3. If the starting component is the rear spoiler, extract the current setting angle and the rated maximum adjustment angle of the rear spoiler from the current aerodynamic component setting index, and record them as and ,Will As the spoiler angle after adjustment, denoted as , and as a starting indicator.

[0080] Y4. If the starting component is a side skirt, extract the current side skirt extension stroke and rated extension stroke from the current aerodynamic component setting index, and record them as and ,Will As the adjustment of the telescopic stroke, denoted as , and as a starting indicator.

[0081] Understandably, when driving at high speeds, appropriately reducing the opening of the air intake grille can allow the airflow to flow more smoothly over the front of the car and reduce air resistance.

[0082] Understandably, when the rear spoiler angle increases, the angle with the airflow becomes larger, and the airflow is more obviously hindered when passing through the rear spoiler, forming a relatively low-pressure area above the spoiler and a relatively high-pressure area below, thereby generating a downward pressure difference, which is the increased downforce. The increase in downforce enhances the adhesion between the vehicle tires and the ground, making the vehicle more stable when driving at high speeds, especially when driving in a straight line or turning at high speeds, which helps improve the vehicle's handling and driving safety.

[0083] It is also understandable that when turning at high speed, the vehicle needs greater lateral force to maintain stability. The side skirts will expand or contract according to information such as the vehicle's lateral acceleration and body roll angle. The expanded side skirts can change the airflow on the side of the vehicle, form a pressure difference on the side of the vehicle, generate lateral force, help the vehicle resist centrifugal force, keep the vehicle in a stable driving trajectory in the curve, and reduce the possibility of skidding.

[0084] Furthermore, the control compensation factor is set in step Y1, including: Y11, if the current control scenario is I, As the control compensation factor, denoted as .

[0085] Y12. If the current control scene is II, As the control compensation factor, denoted as , and thus obtain the control compensation factor , The value is or , , and are the reference air resistance coefficient, lift coefficient and lift coefficient difference, Represents a natural constant.

[0086] In a specific embodiment, the vehicle described in the present invention is a household daily commuting vehicle, not considering special vehicles. The value can be 0.3. and Both values ​​can be 0.1.

[0087] The component startup execution terminal is used to control the execution mechanism of the corresponding startup component to make corresponding adjustments based on the startup index of the startup component.

[0088] It should be added that corresponding actuators are equipped for different aerodynamic components of the car. For example, the rear spoiler adopts an electro-hydraulic or electric servo actuator, which can accurately adjust the angle of the spoiler according to the control signal, with an adjustment range of 20° to 30° and an angle adjustment accuracy of 0.1°. The side skirts adopt electric telescopic actuators, which can realize the rapid extension and retraction of the side skirts, with a telescopic stroke of 0 to 10 cm and a response time of less than 0.1 seconds. The airflow guide device of the front bumper is controlled by an electric shutter actuator, which can adjust the opening of the shutter from 0% to 100% to change the direction and flow of the airflow. These actuators receive instructions from the control strategy module, quickly and accurately adjust the aerodynamic components, and realize real-time optimization of the aerodynamic performance of the vehicle.

[0089] The execution analysis feedback terminal is used to import the vehicle's set driving data and monitored driving data after completing the adjustment of the starting component, and to start the vehicle again to deploy wind speed sensors and pressure sensors at various positions to monitor the corresponding data, analyze the execution effect of the starting component to see if it meets the standard, and provide feedback.

[0090] Specifically, the execution effect of the start-up component is analyzed to the extent that it reaches the standard, including: W1, based on the set driving data and the monitored driving data, the driving state consistency is calculated, recorded as .

[0091] W2, based on the wind speed data and pressure data at each position when restarting, the wind speed interference degree at each position when monitoring again, the current air resistance coefficient of the car and the lift coefficient of the car are calculated and recorded as , and , the air disturbance degree after statistical control , , To set the reference wind speed disturbance.

[0092] W3. Statistics on the performance of the startup components , , and They are respectively expressed as the weight coefficients of the driving state consistency and air disturbance of the set reference.

[0093] It should be added that the lift coefficient affects the upper and lower pressure distribution of the vehicle during driving. Reasonable adjustment of the lift coefficient can ensure that the vehicle obtains sufficient downforce when driving at high speed, enhance the adhesion between the tire and the ground, and improve driving stability. After adjusting the aerodynamic components, if the air resistance coefficient is reduced, it means that the air resistance encountered by the vehicle during driving is reduced. Therefore, the air interference degree analysis is performed again from the three parameter dimensions of wind speed interference degree, air resistance coefficient and lift coefficient to demonstrate the control effect.

[0094] In a specific embodiment, the air interference degree directly reflects the adjustment effect, so the weight coefficient of the driving state consistency is set to be smaller than the weight coefficient of the air interference degree. For example, and The values ​​can be 0.4 and 0.6 respectively. The value can be 0.1.

[0095] Furthermore, the driving state consistency is calculated in step W1, including: W11, extracting the currently set driving speed from the set driving data of the vehicle .

[0096] W12. Extract the driving speed and driving position corresponding to each monitoring time point from the vehicle's monitored driving data, calculate the mean and standard deviation of the driving speed corresponding to each monitoring time point, and obtain the average monitored driving speed and monitoring driving speed fluctuations .

[0097] W13. Mark the driving position corresponding to each monitoring time point in the navigation path to obtain each marked point, locate the vertical distance between each marked point and the corresponding center line of the navigation path from the navigation path, calculate the standard deviation of the vertical distance corresponding to each marked point, and use it as the monitoring driving position deviation, recorded as .

[0098] W14, Statistical driving status consistency , , To set the reference speed difference, and The reference driving speed fluctuation and driving position deviation are set respectively.

[0099] In a specific embodiment, The value can be 3 meters per second, the reference monitoring driving speed fluctuation value can be set to 2 meters per second, and the reference monitoring driving position deviation value can be set to 20 centimeters.

[0100] The embodiment of the present invention effectively solves the problem of no control effect analysis and feedback by analyzing the degree of execution effect of the starting component and providing feedback. It can clearly present the performance of various performance indicators of the component during the starting process, and provides a reliable reference for adaptive optimization of the next regulation. It also facilitates providing reliable reference suggestions for the maintenance of vehicle aerodynamic components.

[0101] 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 automobile aerodynamic components, characterized in that: The system includes: Environmental information monitoring module, used to start wind speed sensors and pressure sensors arranged at various positions of the vehicle to monitor corresponding data and record wind speed data and pressure data; The driving data import module is used to import the current vehicle's driving speed data, current position, current road surface smoothness, navigation path and current aerodynamic component setting indicators; The vehicle driving analysis module is used to analyze the driving condition of the vehicle, obtain driving condition information, perform air interference analysis, and output various aerodynamic indicators; the driving condition information includes the vehicle's driving path interference, driving state and driving posture, and the various aerodynamic indicators include the wind speed interference at each position, the vehicle's current air resistance coefficient and the vehicle's lift coefficient; The driving adjustment judgment module is used to judge the start-up demand of the aerodynamic components of the vehicle based on the driving conditions and various aerodynamic indicators of the vehicle, including: Extract the vehicle driving path interference degree from the driving condition information, match and compare the driving path interference degree with the corresponding driving path interference degree interval of each load-bearing wind speed interference degree set as a reference, and obtain the matching load-bearing wind speed interference degree; The position where the wind speed interference is greater than the matching load-bearing wind speed interference is defined as judgment condition 1, the current air resistance coefficient of the vehicle is greater than the set reference air resistance coefficient is defined as judgment condition 2, and the current lift coefficient of the vehicle exceeds the set reference lift coefficient range is defined as judgment condition 3; Determine whether any of conditions 1, 2, and 3 are met. If so, the need to start is taken as the determination result. If not, no need to start is taken as the determination result. A component start confirmation module is used to confirm the start of the aerodynamic component when the judgment result is a demand start, record it as a start component, and confirm the start indicator of the start component; The component startup execution terminal is used to control the execution mechanism of the corresponding startup component to make corresponding adjustments based on the startup index of the startup component; The execution analysis feedback terminal is used to import the vehicle's set driving data and monitored driving data after completing the adjustment of the starting components, and to start the vehicle again to deploy wind speed sensors and pressure sensors at various positions to monitor the corresponding data, analyze the execution effect of the starting components to see if they meet the standards, and provide feedback.

2. An intelligent control system for automobile aerodynamic components as claimed in claim 1, characterized in that: The analyzing the driving condition of the automobile includes: Mark the current position of the current vehicle in the navigation path, record the position of the marked point, and analyze the interference degree of the current vehicle's driving path; Extract the current longitudinal acceleration from the driving speed data, and compare it with the set reference longitudinal acceleration threshold. If the longitudinal acceleration is greater than the set first longitudinal acceleration, record the current driving state of the vehicle as an acceleration state. If the current longitudinal acceleration is a negative value and its absolute value is less than or equal to the set second longitudinal acceleration, normal deceleration is taken as the current vehicle driving state; otherwise, emergency deceleration is taken as the current vehicle driving state; The current lateral acceleration is extracted from the driving speed data. If the lateral acceleration is 0, straight-line driving is taken as the current driving posture of the vehicle. Otherwise, turning driving is taken as the current driving posture of the vehicle. The vehicle's driving path interference degree, driving state and driving posture are taken as driving condition information.

3. An intelligent control system for automobile aerodynamic components as claimed in claim 2, characterized in that: The analyzing the interference degree of the current vehicle's driving path includes: Identify the type of the road segment where the marked point is located and the next road segment from the navigation path; If the road section where the marked point is located and the next road section are both straight sections, the path type interference factor is recorded as , if the type of the road section where the marked point is located is a non-straight road section, and the type of the next road section is a straight road section, the road section type interference factor is recorded as , if the road section where the marked point is located and the next road section are both non-straight sections, the road section type interference factor is recorded as , and thus obtain the road section type interference factor , The value is or or , ; If the type of the road section where the marked point is located is a non-straight road section, the length of the road section to be traveled of the road section where the marked point is located is identified from the navigation path, and then divided by the length of the road section where the marked point is located to obtain the ratio of the road section to be traveled. , the current road surface smoothness is recorded as ; Count the interference degree of the current vehicle's driving path , , and They respectively represent the ratio of the road section to be traveled and the road surface smoothness as the set reference.

4. An intelligent control system for automobile aerodynamic components as claimed in claim 2, characterized in that: The air disturbance analysis comprises: The wind speed at each monitoring time point is extracted from the wind speed data at each location, and the maximum wind speed at each location is extracted and recorded as , Indicates the position number. ; Statistics of wind speed interference at each location , , For setting Reference load-bearing wind speed at each location; The current pressure is extracted from the pressure data at each position, the force at each position is calculated, and the vector sum of the forces at each position is performed to obtain the component of the total air force in the direction of vehicle travel, which is recorded as ; Calculate the dynamic pressure based on the average driving speed , and then the current air resistance coefficient of the car is calculated based on the air resistance coefficient calculation formula, which is recorded as ; The pressure at each monitoring point is extracted from the pressure data at each position, and the average pressure is obtained by averaging. The average wind speed at each position is extracted from the average wind speed at the top and bottom of the vehicle body. The average pressure on the top and bottom of the vehicle body are denoted as and , calculate the current lift coefficient of the car , , is the area occupied by the vehicle, is the windward area; The wind speed interference at each position, the current air resistance coefficient of the car and the lift coefficient of the car are used as various aerodynamic indicators.

5. The intelligent control system for automobile aerodynamic components according to claim 1, characterized in that: The confirmation of starting the aerodynamic component comprises: The case where only judgment condition 1 is satisfied is recorded as control scenario I, and the case where judgment condition 1 is satisfied and either judgment condition 2 or judgment condition 3 is satisfied is recorded as control scenario II; If it is control scenario I, each position where the wind speed interference is greater than the matching load wind speed interference is recorded as each focus position, and the corresponding associated aerodynamic component at each position is used as the start aerodynamic component; If it is control scenario II, the starting aerodynamic components under control scenario I are used as the reference starting components; Extract the current driving speed from the driving speed data, and compare and match it with the driving speed intervals corresponding to the set speed levels to obtain a matching driving speed level, which includes high speed, medium speed and low speed; Based on the driving state and driving posture, if the vehicle is currently driving at high speed, accelerating and turning, or is currently driving at high speed, emergency deceleration and turning, and the corresponding position of a certain reference starting component is the head, the rear spoiler is used as the compensatory starting aerodynamic component; if there is no side skirt in the reference starting component, the side skirt is used as the compensatory starting aerodynamic component; If the vehicle is currently traveling at high speed, accelerating and in a straight line, or is currently traveling at high speed, decelerating urgently and in a straight line, and the corresponding position of a certain reference starting component is the head, the rear spoiler is used as the compensating starting aerodynamic component, and then the reference starting component and the compensating starting aerodynamic component are combined into a starting aerodynamic component.

6. An intelligent control system for automobile aerodynamic components as claimed in claim 5, characterized in that: The start-up indicator of the confirmation start-up component includes: Set the control compensation factor based on the control scenario ; If the starting component is the air intake grille, extract the current opening of the air intake grille from the current aerodynamic component setting index, and record it as ,Will As the adjustment of the air intake grille opening, , and as a starting indicator; If the starting component is the rear spoiler, the current setting angle and the rated maximum adjustment angle of the rear spoiler are extracted from the current aerodynamic component setting index and recorded as and ,Will As the spoiler angle after adjustment, denoted as , and as a starting indicator; If the starting component is a side skirt, the current side skirt extension stroke and rated extension stroke are extracted from the current aerodynamic component setting index and recorded as and ,Will As the adjustment of the telescopic stroke, denoted as , and as a starting indicator.

7. An intelligent control system for automobile aerodynamic components as claimed in claim 5, characterized in that: The settings control the compensation factors, including: If the current control scene is I, As the control compensation factor, ; If the current control scene is II, As the control compensation factor, , and thus obtain the control compensation factor , The value is or , , and are the reference air resistance coefficient, lift coefficient and lift coefficient difference, Represents a natural constant.

8. An intelligent control system for automobile aerodynamic components as claimed in claim 4, characterized in that: The degree of achievement of the execution effect of the analysis startup component includes: Based on the set driving data and the monitored driving data, the driving state consistency is calculated and recorded as ; Based on the wind speed data and pressure data at each position when restarting, the wind speed interference degree at each position when monitoring again, the current air resistance coefficient of the car and the lift coefficient of the car are calculated and recorded as , and , the air disturbance degree after statistical control , , To set the reference wind speed interference degree; Statistics on the performance of the startup components , , and They are respectively expressed as the weight coefficients of the driving state consistency and air disturbance of the set reference.

9. An intelligent control system for automobile aerodynamic components as claimed in claim 8, characterized in that: The statistical driving state consistency includes: Extract the currently set driving speed from the vehicle's set driving data ; The driving speed and driving position corresponding to each monitoring time point are extracted from the vehicle's monitoring driving data, and the mean and standard deviation of the driving speed corresponding to each monitoring time point are calculated to obtain the average monitoring driving speed. and monitoring driving speed fluctuations ; The driving position corresponding to each monitoring time point is marked in the navigation path to obtain each marked point. The vertical distance between each marked point and the corresponding center line of the navigation path is located from the navigation path. The standard deviation of the vertical distance corresponding to each marked point is calculated as the monitoring driving position deviation, which is recorded as ; Statistical driving status consistency , , To set the reference speed difference, and The reference driving speed fluctuation and driving position deviation are set respectively.

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