Variable wheel control device and control method

Abstract

The invention relates to a control device and a control method of a variable wheel. The control device of the variable wheel may include: a receiving unit configured to receive internal traveling information of a vehicle; and a controller operably connected to the receiving unit and configured to control rotation of a flap of a variable wheel provided on each wheel of the vehicle in a first direction or a second direction based on the internal driving information, in which the controller may individually control a rotation direction or a rotation angle of the flap of the variable wheel.

Description

[0001] Cross - reference to related applications

[0002] This application claims the priority of Korean Patent Application No. 10 - 2024 - 0010012, filed on January 23, 2024, the entire contents of which are incorporated herein for all purposes by this reference. Technical field

[0003] The present invention relates to a control device and a control method for variable wheels. Background art

[0004] The design of a vehicle is based on vehicle aerodynamic tests to minimize air resistance.

[0005] Herein, vehicle aerodynamic tests are generally based on actual vehicle tests in a wind tunnel.

[0006] For example, in a wind tunnel, wind is actually generated in front of the vehicle at a speed of 140 kilometers per hour (km / h), and while the wheels are rotating, the rotational speed of the vehicle wheels is adjusted to the wind speed and the air resistance applied to the vehicle is measured to conduct an aerodynamic test.

[0007] In the current manner, a vehicle according to the related art can be designed based on the results of aerodynamic tests to minimize the resistance against the wind blowing from the front of the vehicle.

[0008] On the other hand, in an actual - driving vehicle, due to the steering of the vehicle and the influence of the surrounding air, the wind does not always blow from the front. Crosswinds may occur according to the weather and driving conditions, and a certain yaw angle may be formed in front of the vehicle, causing the wind to blow towards the vehicle.

[0009] In this case, in the case of a vehicle design optimized for the wind blowing from the front, when the wind blows towards the vehicle at an angle rather than from the front, the resistance of the vehicle may deteriorate, which may lead to a reduction in the all - electric range (AER) performance.

[0010] Herein, the all - electric range (AER) performance may refer to the driving distance of an electric vehicle per single charge.

[0011] Accordingly, in order to optimize the vehicle aerodynamics by considering the direction of the wind acting on the vehicle and the factors affecting the direction of the wind, a technology that can improve the all - electric range (AER) performance and fuel efficiency is needed.

[0012] The information included in this background art section of the present invention is only intended to enhance the understanding of the general background of the present invention and should not be regarded as an admission or any form of suggestion that this information constitutes the prior art known to those skilled in the art. Summary of the Invention

[0013] Aspects of the present invention aim to provide a control device for variable wheels that can optimize the aerodynamics of a vehicle by adjusting the direction and angle of the flaps of the variable wheels according to driving conditions.

[0014] According to one aspect of the present invention, a control device for variable wheels may include: a receiving unit configured to receive internal driving information of the vehicle; and a controller operably connected to the receiving unit and configured to control the flaps of the variable wheels provided on each wheel of the vehicle to rotate in a first direction or a second direction based on the internal driving information, wherein the controller can independently control the rotation direction or the rotation angle of the flaps of the variable wheels.

[0015] The first direction may be the rotation direction in which the flaps of the variable wheels cause air to flow from the outside of the wheels to the inside thereof, and the second direction may be the rotation direction in which the flaps of the variable wheels cause air to flow from the inside of the wheels to the outside.

[0016] The internal driving information may include information about the ground clearance of the vehicle, and the controller may be further configured to control the flaps of the variable wheels by comparing the ground clearance with a predetermined reference ground clearance.

[0017] In the case where the ground clearance is lower than the reference ground clearance, the controller may be configured to control the flaps of the variable wheels to reduce the airflow through the variable wheels.

[0018] In the case where the ground clearance is higher than the reference ground clearance, the controller may be configured to control the flaps to reduce the airflow through the variable wheels provided on the front wheel side, and may be configured to control the flaps of the variable wheels provided on the rear wheel side to rotate in the first direction.

[0019] The internal driving information may include information about the occurrence of understeer or oversteer of the vehicle, and in the case where understeer or oversteer occurs, the controller may be configured to control the flaps so that the airflow formed by the variable wheels provided on the front wheel side and the airflow formed by the variable wheels provided on the rear wheels are formed in opposite directions to each other.

[0020] The controller can be configured to control the vanes of the variable wheel disposed on the right front wheel of the vehicle and the vanes of the variable wheel disposed on the left rear wheel of the vehicle to rotate in the same direction, and control the vanes of the variable wheel disposed on the left front wheel of the vehicle and the vanes of the variable wheel disposed on the right rear wheel of the vehicle to rotate in the same direction, and can be configured to control the vanes of the variable wheel disposed on the right front wheel and the vanes of the variable wheel disposed on the left rear wheel to rotate in a direction different from that of the vanes of the variable wheel disposed on the left front wheel and the vanes of the variable wheel disposed on the right rear wheel.

[0021] The internal driving information may include lateral acceleration information and steering angle information, and the controller can be configured to control the vanes of the variable wheel by comparing the lateral acceleration with a reference lateral acceleration determined based on the steering angle of the vehicle.

[0022] The controller can be configured to control the variable wheel such that the vanes of the variable wheels disposed on the left sides of the front and rear wheels of the vehicle and the vanes of the variable wheels disposed on the right sides of the front and rear wheels rotate in different directions.

[0023] According to another aspect of the present invention, a control device for a variable wheel may include: a receiving unit configured to receive external driving information of a traveling vehicle; and a controller operably connected to the receiving unit and configured to control the vanes of the variable wheels disposed on each wheel of the vehicle to rotate in a first direction or a second direction based on the external driving information, wherein the controller can independently control the rotation direction or rotation angle of the vanes of the variable wheel.

[0024] The first direction may be the rotation direction in which the vanes of the variable wheel cause air to flow from the outside of the wheel to the inside; the second direction may be the rotation direction in which the vanes of the variable wheel cause air to flow from the inside of the wheel to the outside.

[0025] The external driving information may include relative position information of surrounding vehicles traveling near the traveling vehicle, and the controller can be configured to control the vanes of the variable wheel based on the relative position information of the surrounding vehicles by dividing the relative position into a plurality of sections.

[0026] The plurality of sections can be distinguished according to changes in the magnitude or direction of the force and torque acting on the traveling vehicle, and the magnitude or direction of the force and torque changes according to the relative position of the traveling vehicle and the surrounding vehicles.

[0027] In a section where the front end of the surrounding vehicle starts to overlap with the rear end of the traveling vehicle, the controller may be configured to control the flaps of the variable wheels provided on the rear wheels of the traveling vehicle or the flaps of the variable wheels provided on the front and rear wheels of the traveling vehicle, and may be configured to control the flaps of the variable wheels arranged on the side closer to the surrounding vehicle to rotate in a first direction, and control the flaps of the variable wheels arranged on the side farther from the surrounding vehicle to rotate in a second direction.

[0028] In a section where the front end of the surrounding vehicle overlaps with the rear end of the traveling vehicle and the rear end of the surrounding vehicle does not overlap with the rear end of the traveling vehicle, the controller may be configured to control the flaps of the variable wheels provided on the front wheels of the vehicle, and among the flaps of the variable wheels provided on the front wheels, may be configured to control the flaps of the variable wheels arranged on the side closer to the surrounding vehicle to rotate in a first direction, and may be configured to control the flaps of the variable wheels arranged on the side farther from the surrounding vehicle to rotate in a second direction.

[0029] The controller may be configured to control the rotation angle of the flaps of the variable wheels to decrease as the overlapping section between the traveling vehicle and the surrounding vehicle increases.

[0030] In a section where each of the front end and the rear end of the surrounding vehicle is arranged between the front end and the rear end of the traveling vehicle, the controller may be configured to control the flaps of the variable wheels provided on the rear wheels of the traveling vehicle, and among the flaps of the variable wheels provided on the rear wheels, may be configured to control the flaps arranged on the side closer to the surrounding vehicle to rotate in a second direction, and may be configured to control the flaps arranged on the side farther from the surrounding vehicle to rotate in a first direction.

[0031] In a section where the front end of the surrounding vehicle passes the front end of the traveling vehicle and the rear end of the surrounding vehicle is arranged between the front end and the rear end of the traveling vehicle, the controller may be configured to control the flaps of the variable wheels provided on the front and rear wheels, and among the flaps of the variable wheels provided on the front and rear wheels, may be configured to control the flaps arranged on the side closer to the surrounding vehicle to rotate in a second direction, and may control the flaps arranged farther from the surrounding vehicle to rotate in a first direction.

[0032] In a section after the rear end of the surrounding vehicle passes the front end of the traveling vehicle, the controller may be configured to control the flaps of the variable wheels provided on the rear wheels of the traveling vehicle, and among the flaps of the variable wheels provided on the rear wheels, may be configured to control the flaps arranged on the side closer to the surrounding vehicle to rotate in a first direction, and may be configured to control the flaps arranged on the side farther from the surrounding vehicle to rotate in a second direction.

[0033] The external driving information may include information on the total height of surrounding vehicles traveling near the traveling vehicle, and the controller may be configured to control the rotation angle of the flap of the variable wheel to increase as the total height of the surrounding vehicle is higher.

[0034] According to another aspect of the present invention, a control device for a variable wheel may include: a receiving unit configured to receive temperature information of a braking device; and a controller operably connected to the receiving unit and configured to control the flap of the variable wheel to open or close an opening of the variable wheel provided to allow air to pass through the wheel based on the temperature information of the braking device.

[0035] The controller may be configured to control the flap of the variable wheel to close the opening of the variable wheel when the vehicle is traveling off-road.

[0036] In a case where the temperature of the braking device exceeds a predetermined reference temperature, the controller may be configured to control the flap of the variable wheel to open the opening of the variable wheel provided to allow air to pass through the wheel.

[0037] The controller may be configured to control the flap of the variable wheel to allow air to flow from the inside of the wheel to the outside.

[0038] According to an exemplary embodiment of the present invention, the control device for a variable wheel may minimize the air resistance of the vehicle and improve aerodynamics by adjusting the flap of the variable wheel according to the driving condition.

[0039] In addition, in the control device for a variable wheel according to an exemplary embodiment of the present invention, when the brake is overheated, the flap of the variable wheel may be adjusted to quickly discharge the overheated air to the outside thereof, thereby preventing the braking performance from deteriorating and improving the braking performance.

[0040] Furthermore, the control device for a variable wheel according to an exemplary embodiment of the present invention may adjust the flap of the variable wheel when the vehicle is turning (e.g., turning or changing lanes, etc.) to generate a lateral force and a moment acting on the vehicle, which may help prevent oversteering or understeering from occurring and may improve the response speed and handling performance of the vehicle.

[0041] In addition, the control device for a variable wheel according to an exemplary embodiment of the present invention may be configured to predict a crosswind acting on the vehicle based on the ground clearance of surrounding vehicles and may adjust the flap of the variable wheel, which may improve the driving stability by reducing unnecessary shaking of the vehicle.

[0042] In addition, the control device for a variable wheel according to an exemplary embodiment of the present invention can adjust the flaps of the variable wheel to block the openings, or can be configured to generate an air flow to the outside of the wheel, which can improve durability by blocking foreign objects from entering between the wheel openings during off-road driving and preventing damage to the braking system.

[0043] The methods and apparatuses of the present invention have other features and advantages that will be apparent from, or will be set forth in more detail in, the accompanying drawings and the following detailed description, which are incorporated herein by reference and together serve to explain the specific principles of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 is a functional block diagram of a control device for a variable wheel according to an exemplary embodiment of the present invention.

[0045] Figure 2 is a front view of a variable wheel according to an exemplary embodiment of the present invention.

[0046] Figure 3 is a perspective view of a variable wheel according to an exemplary embodiment of the present invention.

[0047] Figure 4 is a partially enlarged view of a variable wheel according to an exemplary embodiment of the present invention.

[0048] Figure 5 is a perspective view of an integral variable wheel according to another exemplary embodiment of the present invention.

[0049] Figure 6 is a graph showing the change in the drag coefficient Cd according to the angle of the flaps according to an exemplary embodiment of the present invention.

[0050] Figure 7 is a graph showing the change in the lift coefficient Cl according to the angle of the flaps according to an exemplary embodiment of the present invention.

[0051] Figure 8 is a graph showing the change in the side force coefficient Cs when the flap direction controls of the wheels provided on the left and right are in opposite directions according to an exemplary embodiment of the present invention.

[0052] Figure 9 is a schematic diagram exemplarily showing the cancellation of side wind forces according to an exemplary embodiment of the present invention.

[0053] Figure 10 is a table showing the aerodynamic contributions according to the left and right wheel shapes according to an exemplary embodiment of the present invention.

[0054] Figure 11 It is a graph showing the change of the drag coefficient Cd according to the flap angles on the left and right sides of the front wheels according to an exemplary embodiment of the present invention.

[0055] Figure 12 It is a graph showing the change of the drag coefficient Cd according to the flap angles on the left and right sides of the rear wheels according to an exemplary embodiment of the present invention.

[0056] Figure 13 It is a graph showing the change of the side force coefficient Cs according to the difference in the total height of the vehicle and the distance between vehicles according to an exemplary embodiment of the present invention.

[0057] Figure 14 It is a flowchart of a control method for variable wheels according to an exemplary embodiment of the present invention.

[0058] Figure 15 It is a graph showing the relationship between the angle of the flap and the drag coefficient Cd according to the total height of the vehicle according to an exemplary embodiment of the present invention.

[0059] Figure 16 It is a graph showing the relationship between the angle of the flap and the drag coefficient Cd according to the total height of the vehicle according to an exemplary embodiment of the present invention.

[0060] Figure 17 It is a graph showing the air resistance and rolling resistance according to the driving speed of the vehicle according to an exemplary embodiment of the present invention.

[0061] Figure 18 It is a schematic diagram exemplarily showing the forces and torques acting on a moving vehicle according to the position of the moving vehicle and surrounding vehicles according to another exemplary embodiment of the present invention.

[0062] Figure 19 It is a flowchart of a control method for variable wheels according to another exemplary embodiment of the present invention.

[0063] Figure 20 It is a flowchart of a control method for variable wheels according to another exemplary embodiment of the present invention.

[0064] Figure 21 It is a flowchart of a control method for variable wheels according to another exemplary embodiment of the present invention.

[0065] Figure 22 It is a physical block diagram of a control device for variable wheels according to an exemplary embodiment of the present invention.

[0066] It will be appreciated that the accompanying drawings are not drawn to scale and are a suitable simplified representation of the various features illustrating the basic principles of the present invention. The predetermined design features of the present invention included herein (including, for example, specific dimensions, orientations, positions, and shapes) will be determined in part by the particular environment in which the present invention is to be applied and used.

[0067] In the drawings, throughout the several views, like reference numerals refer to the same or equivalent parts of the present invention. Detailed Description

[0068] Reference will now be made in detail to various embodiments of the present invention, examples of which are illustrated in the accompanying drawings and described below. Although the present invention will be described in conjunction with the exemplary embodiments of the present invention, it should be understood that this description is not intended to limit the present invention to those exemplary embodiments. On the contrary, the present invention is intended to cover not only the exemplary embodiments of the present invention, but also various alternative embodiments, modified embodiments, equivalent embodiments, and other embodiments that may be included within the spirit and scope of the present invention as defined by the appended claims.

[0069] Hereinafter, the present invention may be variously changed and has various exemplary embodiments thereof, and the predetermined embodiments will be described and illustrated in the accompanying drawings. However, the exemplary embodiments are not intended to limit the present invention. The concept of the present invention should be construed as extending to any modified embodiments, equivalent embodiments, and alternative embodiments other than the accompanying drawings.

[0070] It should be understood that although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are generally only used to distinguish one element from another. For example, without departing from the scope of the present invention, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element. The term and / or includes a combination of a plurality of items or any one of the plurality of items.

[0071] The terms used herein are only for describing various exemplary embodiments and are not intended to limit the present invention. Unless specifically stated otherwise in a phrase, the singular also includes the plural. It will be further understood that when the terms "comprises," "comprising," "includes," and / or "including" are used herein, it indicates the presence of the stated features, numbers, steps, operations, elements, and / or components, but does not preclude the presence or addition of one or more other features, numbers, steps, operations, elements, components, and / or groups thereof.

[0072] Unless otherwise defined, all terms used herein, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless defined herein.

[0073] Hereinafter, various exemplary embodiments of the present invention will be described with reference to the accompanying drawings.

[0074] Figure 1 is a block diagram of a control device for a variable wheel 400 according to an exemplary embodiment of the present invention.

[0075] The control device for the variable wheel 400 according to an exemplary embodiment of the present invention may include at least one of a first receiving unit 100 and a second receiving unit 200 and a controller 300.

[0076] The first receiving unit 100 may receive internal driving information of the vehicle.

[0077] The first receiving unit 100 may receive internal driving information of the vehicle, such as wheel rotation speed, vehicle driving speed, lateral acceleration, steering angle, brake pad temperature, and yaw rate of the vehicle.

[0078] The first receiving unit 100 may be connected to sensors provided in the vehicle using a network provided in the vehicle and may receive internal driving information regarding the driving state of the vehicle.

[0079] For example, the first receiving unit 100 may receive steering angle information from a steering angle sensor using the controller area network (CAN) network of the vehicle.

[0080] The second receiving unit 200 may receive external driving information of the vehicle.

[0081] The second receiving unit 200 may receive external driving information, such as the direction and magnitude of a crosswind acting on the vehicle, the total height of a vehicle approaching the vehicle, and relative position information.

[0082] For example, the second receiving unit 200 may receive information on whether a vehicle is approaching the vehicle or information on the relative position and relative distance of the approaching vehicle, which is detected by one of radio detection and ranging (RADAR), light detection and ranging (LIDAR), cameras, ultrasonic sensors, and infrared sensors provided in the vehicle.

[0083] The controller 300 may be configured to control the direction and adjustment angle of the flap 420 of the variable wheel 400 using at least one of the driving information of the vehicle received from the first receiving unit 100 and the external driving information of the vehicle received from the second receiving unit 200.

[0084] The controller 300 may be implemented by a non - volatile memory and a processor. The non - volatile memory is configured to store data related to algorithms for controlling the operations of various components configured to control a vehicle or software instructions for reproducing the algorithms, and the processor is configured to perform the operations described below using the data stored in the memory.

[0085] Here, the memory and the processor may be implemented as separate chips. Alternatively, the memory and the processor may be implemented as a single integrated chip. The processor may be in the form of one or more processors.

[0086] Figure 2 is a front view of the variable wheel 400 according to an exemplary embodiment of the present invention, Figure 3 is a perspective view of the variable wheel 400 according to an exemplary embodiment of the present invention, Figure 4 is a partially enlarged view of the variable wheel 400 according to an exemplary embodiment of the present invention, Figure 5 is a perspective view of an integrated variable wheel according to another exemplary embodiment of the present invention.

[0087] Reference Figure 2 and Figure 3 , according to an exemplary embodiment of the present invention, the variable wheel 400 may include a frame unit 410 forming a plurality of openings 411 and the openings 411, and flaps 420 for closing or opening the openings 411.

[0088] Reference Figure 3 , the frame unit 410 may be manufactured in the form of a wheel cover.

[0089] Here, the frame unit 410 may further include coupling holes that can be coupled to a wheel, and the openings 411 may be formed to correspond to the space where the spokes of the wheel to be coupled are formed.

[0090] Since the variable wheel 400 according to an exemplary embodiment of the present invention can be coupled to an existing wheel frame through a coupling member (e.g., a bolt) passing through the coupling holes (formed to correspond to the coupling holes of the existing wheel frame), the variable wheel 400 can be compatible with the existing wheel, is simple to install, and is easy to maintain.

[0091] Reference Figure 5, the present invention is not limited thereto, and the variable wheel 400 can also be manufactured as a structure integrated with the base wheel, and the variable wheel 400 manufactured as an integrated structure can be structurally stronger and lighter in weight than the wheel cover type variable wheel 400.

[0092] Here, the flap 420 can be formed to close the opening 411 and can open or close the opening 411 according to the rotation angle.

[0093] In addition, the flap 420 can cause air to flow from the outside of the wheel to the inside thereof according to the rotation direction, or can cause air to flow from the inside of the wheel to the outside.

[0094] Here, the rotation direction in which the flap 420 causes air to flow from the outside of the wheel to the inside can be referred to as the first direction, and the rotation direction in which the flap 420 causes air to flow from the inside of the wheel to the outside can be referred to as the second direction.

[0095] For example, in the case where the wheel rotates counterclockwise (Rw), when the flap 420 rotates in the first direction, air can flow in the direction in which outside air is sucked into the wheel.

[0096] Conversely, in the case where the wheel rotates counterclockwise (Rw), when the flap 420 rotates in the second direction, air can flow to discharge the air inside the wheel to the outside.

[0097] Reference Figure 4 , the rotation shaft 421 can be coupled to pass through a substantially central portion of the area of the flap 420, and the flap 420 can be supported on the frame unit 410 by the rotation shaft 421 extending toward the central portion of the frame unit 410 and can be rotatably provided.

[0098] Here, the rotation shaft 421 can pass through a substantially central portion of the area of the flap 420, thereby symmetrically generating an air flow effect depending on the rotation of the flap 420 in the first direction or the second direction.

[0099] However, the present invention is not limited thereto, and according to the needs of the user, in the case where the user desires to strengthen one of the air flows flowing inside or outside the wheel according to the angle of the flap 420, the shaft can be formed to deviate from the central portion of the area of the flap 420.

[0100] Here, when the vehicle moves forward, the first direction can be the direction in which the air flow is adjusted to be formed inside the wheel, and the second direction can be the direction in which the air flow is adjusted to be formed outside the wheel.

[0101] The drive unit 440 can rotate the flap 420 by transmitting rotational power to the rotation shaft 421 through the power transmission unit. The drive unit 440 and the power transmission unit 430 can be provided at the central portion 413.

[0102] Here, the power transmission unit may include a worm gear.

[0103] When the worm gear is provided in the power transmission unit, the power of the driving unit 440 can be used to more precisely control the flap 420, and due to the small backlash, the fixing force of the flap 420 can be increased even when no power is applied.

[0104] Here, the rotation angle of the flap 420 can be changed by receiving rotational power from the driving unit 440, whereby the aerodynamic force acting on the wheel can be adjusted.

[0105] Here, various electric motors or actuators including a stepper motor can be applied to the driving unit 440, and the power transmission unit 430 connected to the driving unit 440 can also use a plurality of gear units (e.g., a ring gear other than the worm gear) to transmit power.

[0106] Figure 6 is a graph showing the change of the drag coefficient Cd according to the angle of the flap 420 according to an exemplary embodiment of the present invention, Figure 7 is a graph showing the change of the lift coefficient Cl according to the angle of the flap 420 according to an exemplary embodiment of the present invention, Figure 8 is a graph showing the change of the side force coefficient Cs when the directions of the flaps 420 provided on the left and right wheels are controlled to be opposite to each other according to an exemplary embodiment of the present invention.

[0107] Here, the drag coefficient Cd may be a value representing the magnitude of the force applied when the vehicle rubs against the air. As the value of the drag coefficient decreases, the air resistance acting on the vehicle can be reduced.

[0108] In other words, as the value of the drag coefficient Cd decreases, the air resistance acting on the vehicle can be reduced, thereby improving the fuel efficiency and driving stability of the vehicle.

[0109] Here, the fuel efficiency may refer to the amount of fuel consumed when the vehicle travels a certain distance, and the driving stability may refer to the ability of the vehicle to travel without shaking during straight or turning driving.

[0110] In addition, the lift coefficient Cl may be a value representing the magnitude of the force applied to the vehicle due to the air pressure difference. When the value of the lift coefficient Cl is positive (+), the vehicle can be lifted upward, and when the value of the lift coefficient Cl is negative (-), the vehicle can be pushed downward.

[0111] In other words, when the value of the lift coefficient Cl increases excessively, the vehicle body may be lifted upward and may not be able to form sufficient frictional force with the ground, which may reduce the driving stability of the vehicle.

[0112] In addition, when the value of the lift coefficient Cl decreases excessively, the vehicle body may be pressed downward and may form excessive frictional force with the ground, which may cause excessive roll during the turning process of the vehicle.

[0113] Accordingly, as the value of the lift coefficient Cl approaches 0, the interaction with the air can be less, thereby improving the fuel efficiency and reducing the fuel consumption.

[0114] In addition, the side force coefficient Cs can be a value representing the magnitude of the force exerted by the vehicle due to a crosswind. As the value of the side force coefficient Cs is higher, the influence of the crosswind may be smaller.

[0115] The yawing moment coefficient Cym can be a value representing the magnitude of the moment generated by the vehicle due to a crosswind. As the value of the yawing moment coefficient Cym decreases, the generated moment may be smaller.

[0116] As the value of the yawing moment coefficient Cym decreases, the slip phenomenon occurring during the turning process can be reduced, thereby improving the driving stability.

[0117] In order to improve the aerodynamic performance of the vehicle, it may be necessary to reduce the value of the drag coefficient Cd, reduce the value of the lift coefficient Cl, increase the value of the side force coefficient Cs, and reduce the value of the yawing moment coefficient Cym.

[0118] Generally, when the vehicle is designed to optimize the aerodynamic performance during manufacturing, there is no separate device to adjust the aerodynamic performance after manufacturing.

[0119] On the contrary, the control device of the variable wheel 400 according to an exemplary embodiment of the present invention can adjust the direction and angle of the flap 420 of the variable wheel 400 provided on each wheel of the vehicle, thereby changing the aerodynamic performance of the vehicle according to the driving situation and achieving optimized aerodynamic performance.

[0120] Reference Figure 6 , when the angle of the flap 420 is "0 (zero)", that is, when the flap 420 closes the opening, the drag coefficient Cd of the vehicle can be minimized.

[0121] In addition, when the flap 420 rotates to the same size, it can be seen that the drag coefficient Cd when rotating in the first direction tends to be lower than the drag coefficient Cd when rotating in the second direction.

[0122] Accordingly, as the angle of the flap 420 decreases, the air resistance can be reduced, and it can be confirmed that when the flap 420 rotates by the same angle, the case of opening in the first direction is more advantageous in terms of air resistance than the case of opening in the second direction.

[0123] Reference Figure 7 shows that when the flap 420 rotates in the second direction to open the opening 411, as the rotation angle increases, the lift acting on the vehicle can be reduced.

[0124] Figure 8 is a schematic diagram exemplarily showing the side force coefficient Cs when the variable wheel 400 provided on the left side of the vehicle rotates the flap 420 in the second direction and the variable wheel 400 provided on the right side rotates the flap 420 in the first direction to open the opening 411.

[0125] Here, it can be confirmed that when the force from the left side to the right side of the vehicle is set to include a positive value, as the angle of the variable wheel 400 increases, the side force acts in the right side direction substantially in proportion to the angle.

[0126] In the flap 420 of the variable wheel 400 according to an exemplary embodiment of the present invention, when the angle of the flap 420 is "0 (zero)", the air flow rate through the flap 420 can be less than 100 CMH (cubic meters per hour), which can be considered almost blocked.

[0127] In this case, the brake may overheat, and the brake can be cooled by opening the flap 420. Here, the flap 420 can be proportional to the increase in the opening angle, and the flow rate passing through can increase.

[0128] On the other hand, when the flap 420 is opened, the brake can be cooled as air flows through the opening 411 of the wheel, but the aerodynamic performance will inevitably deteriorate.

[0129] In addition, when adjusting the flap 420 in the closing direction to improve the aerodynamic performance of the vehicle, the opening 411 of the wheel can be reduced to improve the aerodynamic performance of the vehicle, but the braking performance may inevitably weaken.

[0130] Here, when the brake overheats, the flap 420 of the variable wheel 400 according to an exemplary embodiment of the present invention rotates the flap 420 in the second direction, so that the brake can be cooled by increasing the air flow rate.

[0131] In the variable wheel 400 according to an exemplary embodiment of the present invention, the flap 420 rotating in the second direction rotates together with the wheel, and due to the fan effect, the flow rate passing through can be maximized, thereby achieving faster cooling.

[0132] Figure 9 is a schematic diagram exemplarily showing the cancellation of side wind according to an exemplary embodiment of the present invention.

[0133] Reference Figure 9 , the wind including a predetermined yaw angle may blow towards the vehicle due to lane changes, turning, and changes in the wind direction.

[0134] The wind force (Fw) hitting the vehicle can be decomposed into an x-component (Fx) acting in the traveling direction of the vehicle and a y-component (Fy) acting on the side of the traveling direction of the vehicle.

[0135] In a vehicle provided with the variable wheel 400 according to an exemplary embodiment of the present invention, when the variable wheel 400 provided on the left side of the vehicle rotates the flap 420 in the second direction and the variable wheel 400 provided on the right side rotates the flap 420 in the first direction, the vehicle can generate a side wind force (-Fy) in the direction opposite to the y-component (Fy) of the wind force (Fw) hitting the vehicle.

[0136] In addition, in a vehicle provided with the variable wheel 400 according to an exemplary embodiment of the present invention, as the side wind force increases proportionally to the angles of the flaps 420 provided on the left and right sides, the angles of the flaps 420 can be adjusted to generate a force corresponding to the y-component (Fy) of the wind force (Fw), thereby canceling the side wind force caused by the wind and improving the driving stability of the vehicle.

[0137] Figure 10 is a table showing the aerodynamic contributions according to the left and right wheel shapes according to an exemplary embodiment of the present invention.

[0138] When the spokes of the wheel frame include an airfoil cross-sectional shape, when manufacturing the wheel frame with a single mold, there is a case where airflows formed in opposite directions on the left and right sides according to the rotation of the vehicle's wheels occur.

[0139] In this case, airflows in opposite directions occur in the left and right wheels (for example, when the airflow occurs from the outside to the inside of the left wheel, when the wheels are arranged in the same shape on the right side, air can flow from the inside to the outside of the wheel), and therefore, a lateral force inevitably acts on the vehicle according to the wheel arrangement.

[0140] In addition, as the vehicle travels at a higher speed, the lateral force acting on the vehicle may increase, and as a result, the vehicle may be pulled to one side due to the lateral force, which may impede driving stability.

[0141] Reference Figure 10 , when the flaps 420 of the variable wheels 400 provided on the left and right sides of the vehicle are adjusted asymmetrically, the lateral force coefficient Cs of the vehicle can be significantly generated.

[0142] Here, in the case of asymmetrically adjusting the flaps 420 of the variable wheels 400 provided on the left and right sides of the vehicle, this may mean that when the flap 420 provided on the left side of the vehicle rotates in the first direction, the flap 420 provided on the right side rotates in the second direction, and when the flap 420 provided on the left side of the vehicle rotates in the second direction, the flap 420 provided on the right side rotates in the first direction.

[0143] In addition, when the flaps 420 of the variable wheels 400 provided on the left and right sides of the vehicle are adjusted symmetrically, the lateral force coefficient Cs of the vehicle can be reduced.

[0144] Here, in the case of symmetrically adjusting the flaps 420 of the variable wheels 400 provided on the left and right sides of the vehicle, this may mean that when the flap 420 provided on the left side of the vehicle rotates in the first direction, the flap 420 provided on the right side rotates in the first direction, and when the flap 420 provided on the left side of the vehicle rotates in the second direction, the flap 420 provided on the right side rotates in the second direction.

[0145] As Figure 10 shown, the controller 300 can independently control the flaps 420 of the variable wheels 400 provided on the left and right sides of the vehicle in a symmetric or asymmetric manner.

[0146] Accordingly, in the case where the wheels are manufactured in a single mold, the flaps 420 of the variable wheels 400 provided on the left and right sides of the vehicle can be independently controlled to improve the tilting phenomenon during vehicle driving.

[0147] Figure 11 is a graph showing the change in the drag coefficient Cd according to the angles of the flaps 420 on the left and right sides of the front wheels according to an exemplary embodiment of the present invention, Figure 12 is a graph showing the change in the drag coefficient Cd according to the angles of the flaps 420 on the left and right sides of the rear wheels according to an exemplary embodiment of the present invention.

[0148] Figure 11 and Figure 12It is possible to confirm data on the change in the drag coefficient Cd according to the angles of the flaps 420 on the left and right sides of the vehicle when the wind blows at 140 km / h (kilometers per hour) at an angle of 10 degrees to the left of the center part of the vehicle.

[0149] Reference Figure 11 When the left side of the current wheel rotates in the second direction and its right side rotates in the first direction, the drag coefficient (Cd) acting on the vehicle can be minimized.

[0150] In other words, on the left side of the front wheel, the wind can blow out from the wheel to the outside of the wheel, and on the right side, the wind can blow into the inside of the wheel from the wheel.

[0151] In addition, reference Figure 12 When the flaps 420 on both the left and right sides of the rear wheel are closed, the drag coefficient Cd acting on the vehicle can be minimized.

[0152] When the wind blows at 140 km / h (kilometers per hour) at an angle of 10 degrees to the left of the center part of the vehicle, it can be confirmed that the flap 420 of the left wheel of the front wheel can be opened 30 degrees in the second direction, the flap 420 of the right wheel of the front wheel is opened 30 degrees in the first direction, and compared with the case where all the flaps 420 provided on the vehicle are closed, when the vehicle is driven with the flaps 420 on the left and right sides of the rear wheel closed, the aerodynamic force generated is increased by approximately 4 counts.

[0153] Figure 13 It is a graph showing the change in the side force coefficient Cs according to the differences in the total height of the vehicle and the interval between vehicles according to an exemplary embodiment of the present invention.

[0154] When the surrounding vehicle 2 passes by the traveling vehicle 1 provided with the variable wheel 400 according to an exemplary embodiment of the present invention, the surrounding vehicle 2 can pass by the traveling vehicle 1 while pushing the air at high speed, thereby forming a high-pressure area in front of the traveling vehicle 1 and a low-pressure area behind the traveling vehicle 1.

[0155] Reference Figure 13 The size of the high-pressure area or the low-pressure area can be determined according to the total height of the surrounding vehicle 2 exceeding the traveling vehicle 1. In addition, when the surrounding vehicle 2 passes by the traveling vehicle 1, as the total height of the surrounding vehicle 2 increases, a greater side force can be generated in the traveling vehicle 1.

[0156] Reference Figure 13 More specifically, when the surrounding vehicle 2 approaches from behind the traveling vehicle 1, when the relative distance between the traveling vehicle 1 and the surrounding vehicle 2 approaches within a certain distance, due to the influence of the surrounding vehicle 2, a side force may be generated on the traveling vehicle 1.

[0157] The influence of the lateral force of the surrounding vehicle 2 approaching from the rear can increase as the relative distance between the traveling vehicle 1 and the surrounding vehicle 2 becomes closer, and the direction of the lateral force generated on the traveling vehicle 1 when the surrounding vehicle 2 approaches from the rear and the direction of the lateral force generated by the traveling vehicle 1 when the surrounding vehicle 2 passes by and moves away from the front of the traveling vehicle 1 can be opposite to each other.

[0158] On the other hand, when the relative distance between the traveling vehicle 1 and the surrounding vehicle 2 becomes greater than a certain distance, the influence of the surrounding vehicle 2 can decrease, and thus, the magnitude of the lateral force generated on the traveling vehicle 1 can decrease, so that the traveling vehicle can get rid of the influence of the surrounding vehicle 2.

[0159] The second receiving unit 200 can detect the total height of the surrounding vehicle 2 exceeding the traveling vehicle 1 or can receive information about the sensed total height, and the controller 300 can improve the aerodynamic performance by adjusting the angle and rotation direction of the flap 420 of the variable wheel 400 based on the received total height.

[0160] Figure 14 is a flowchart of a control method of the variable wheel 400 according to an exemplary embodiment of the present invention.

[0161] In the control method of the variable wheel 400 according to an exemplary embodiment of the present invention, the controller 300 can confirm whether the steering angle of the traveling vehicle is ±3° or less (S1001).

[0162] The controller 300 can receive the steering angle information through the first receiving unit 100 and can confirm whether the received steering angle is ±3° or less.

[0163] When the received steering angle is ±3° or less, the controller 300 can confirm whether the lateral acceleration is approximately 0 (zero) (S1002).

[0164] When the steering angle is ±3° or less, it can be considered that the vehicle is traveling approximately straight, and in the case of the vehicle traveling straight, when there is no crosswind, the lateral acceleration can be approximately 0 (zero).

[0165] When the lateral acceleration is approximately 0 (zero), the controller 300 can be configured to determine the angle of the flap 420 of the variable wheel 400 according to the ground clearance of the vehicle.

[0166] Here, the ground clearance can refer to the vertical distance between the bottom plate of the vehicle and the ground.

[0167] The controller 300 can confirm whether the current ground clearance of the vehicle is lower than the reference ground clearance (S1003).

[0168] Here, the reference ground clearance can be the reference ground clearance when determining the design of the vehicle.

[0169] For example, the design of the vehicle can be tested in a wind tunnel under the condition of applying a certain weight to the vehicle (for example, assuming three adults weighing 70 kg each, a total of 210 kg), at a constant wind speed, and can be designed to exhibit the best aerodynamic performance, and the ground clearance of the design with optimized aerodynamic performance can be set as the reference ground clearance.

[0170] In addition, the controller 300 can receive information about the suspension (where the state of the ground clearance of the current vehicle changes according to the change in the weight of the vehicle) through the first receiving unit 100, and determine whether the ground clearance of the current vehicle is higher or lower than the reference ground clearance based on the suspension information.

[0171] Figure 15 is a graph showing the relationship between the angle of the flap 420 and the drag coefficient Cd when the ground clearance of the vehicle is low according to an exemplary embodiment of the present invention. Figure 16 is a graph showing the relationship between the angle of the flap 420 and the drag coefficient Cd when the ground clearance of the vehicle is high according to an exemplary embodiment of the present invention.

[0172] Generally, when the vehicle is tested in a wind tunnel under the state of applying a certain weight (for example, assuming three adults weighing 70 kg each, a total of 210 kg) at a constant wind speed (for example, the yaw angle of the wind direction is 0° and the wind speed is 140 km / h), the design of the vehicle is designed to exhibit the best aerodynamic performance.

[0173] Accordingly, when the ground clearance of the vehicle changes according to the change in the weight considered during the design of the vehicle, the aerodynamic performance of the vehicle can also change.

[0174] Accordingly, the ground clearance of the design with optimized aerodynamic performance of the vehicle can be preset as the reference ground clearance, and the reference ground clearance can be compared with the ground clearance of the currently traveling vehicle to determine whether the ground clearance is higher or lower than the reference ground clearance and adjust the flap 420, thereby improving the aerodynamic performance.

[0175] Reference Figure 15 , there may be a situation where the current ground clearance is lower than the reference ground clearance.

[0176] When the current ground clearance is lower than the reference ground clearance, it has been confirmed that when the flaps 420 of the current front and rear wheels are closed (i.e., when the rotation angle is 0 (zero) °), the drag coefficient is minimized.

[0177] For example, the reference ground clearance can be the ground clearance when the vehicle includes a weight of 210 kg (e.g., assuming three adults weighing 70 kg each are on board), and when the weight loaded on the vehicle is 210 kg or greater, the ground clearance of the vehicle can decrease as the weight of the vehicle increases.

[0178] In addition, the current ground clearance can be confirmed by the state of the suspension, and the state of the suspension changes due to the force applied in the direction of the vehicle's gravity.

[0179] Conversely, with reference to Figure 16 , there may be a situation where the current ground clearance is higher than the reference ground clearance.

[0180] When the current ground clearance is higher than the reference ground clearance, it has been confirmed that the highest aerodynamic performance is exhibited when the flap 420 of the current wheel is closed (i.e., the rotation angle is 0 (zero) °) and the flap 420 of the rear wheel rotates approximately 20° in the first direction.

[0181] Here, the reference ground clearance can be the ground clearance when the vehicle has a weight of 210 kg (e.g., assuming three adults weighing 70 kg each are on board), and when only the driver is on board (less than 210 kg), the weight of the vehicle can decrease, so that the ground clearance of the vehicle can increase.

[0182] Referring again to Figure 14 , in the case where the current ground clearance of the vehicle is lower than the reference ground clearance, the controller 300 can close the opening 411 by setting the rotation angle of all flaps 420 to 0 (zero) ° (S1004).

[0183] In addition, when the current ground clearance of the vehicle is higher than the reference ground clearance, the controller 300 can close the opening 411 by setting the rotation angle of the flap 420 provided on the front wheel to 0 (zero) °, and can rotate the rotation angle of the flap 420 provided on the rear wheel in the first direction, so that external air can flow into the interior of the wheel (S1005).

[0184] Here, with reference to Figure 16 , in order to optimize the aerodynamic performance, the controller 300 can rotate the rotation angle of the flap 420 provided on the rear wheel 20° in the first direction.

[0185] When the lateral acceleration is not approximately 0 (zero), the controller 300 can adjust the flap 420 in the lateral force cancellation mode (S1006).

[0186] The lateral force cancellation mode can be a mode of asymmetrically adjusting the flap 420 provided on the left wheel and the flap 420 provided on the right wheel so that the lateral force acts in a direction opposite to the direction of the crosswind.

[0187] For example, in the case where a crosswind acts from right to left, the vehicle may be pulled to the left side.

[0188] In this case, the controller 300 may rotate the flap 420 provided on the left wheel in the second direction and rotate the flap 420 provided on the right side in the first direction, thereby generating a lateral force from the left side to the right side of the vehicle.

[0189] Here, the lateral force may increase in proportion to the traveling speed of the vehicle (i.e., the rotational speed of the wheel and the rotation angle of the flap 420).

[0190] Accordingly, in the case of generating the same magnitude of lateral force, the controller 300 may increase the rotation angle of the flap 420 when the traveling speed of the vehicle is low, and may decrease the rotation angle of the flap 420 when the traveling speed of the vehicle is high, thereby adjusting the magnitude of the lateral force.

[0191] In the case where the steering angle received by the first receiving unit 100 exceeds ±3°, the controller 300 may confirm whether the traveling speed of the vehicle is less than or equal to a predetermined reference speed (e.g., 80 km / h) (S1007).

[0192] Figure 17 is a graph showing air resistance and rolling resistance according to the traveling speed of a vehicle according to an exemplary embodiment of the present invention.

[0193] Reference Figure 17 , the rolling resistance may occur relatively continuously regardless of the traveling speed of the vehicle.

[0194] On the contrary, the air resistance may increase substantially in proportion to the square of the traveling speed of the vehicle.

[0195] Accordingly, if the traveling speed of the vehicle is 80 km / h or more, the influence of the air resistance on the resistance acting on the vehicle may be relatively greater than the rolling resistance. In addition, when the traveling speed of the vehicle is 140 km / h or more, the air resistance may increase rapidly.

[0196] Referring again to Figure 14 , when the traveling speed of the vehicle is less than or equal to a predetermined reference speed (e.g., 80 km / h), the controller 300 may confirm whether oversteering or understeering occurs in the vehicle (S1008).

[0197] Here, oversteering may be a state in which the turning radius becomes smaller than the angle of rotation of the steering wheel when the vehicle turns. In other words, this may be a case where the torque occurs more significantly than the turning path of the vehicle.

[0198] Here, understeer can be a state in which the turning radius becomes larger than the angle of steering wheel rotation when the vehicle turns. In other words, this can be a situation where the torque occurs smaller than the turning path of the vehicle.

[0199] The controller 300 can confirm whether oversteer or understeer of the vehicle has occurred based on the traveling speed of the vehicle and the steering angle of the vehicle received through the first receiving unit 100.

[0200] For example, the controller 300 can use the yaw rate error amount, which is the difference between the current yaw rate and the target yaw rate determined by the traveling speed and the steering angle of the vehicle received through the first receiving unit 100, to confirm whether oversteer or understeer of the vehicle has occurred.

[0201] However, the present invention is not limited thereto, and the controller 300 can use the estimation of the sideslip angle of the vehicle to confirm whether oversteer or understeer of the vehicle has occurred, and various methods for confirming whether oversteer or understeer of the vehicle has occurred can be applied to the present invention.

[0202] When understeer occurs in the vehicle, the controller 300 can be configured to control the flap 420 in a torque compensation mode to compensate for the torque deficiency in the vehicle (S1009).

[0203] For example, when understeer occurs while the vehicle is turning left and traveling, the controller 300 can rotate the flap 420 provided on the left side of the front wheels in a first direction, and can rotate the flap 420 provided on the right side of the front wheels in a second direction.

[0204] In addition, the controller 300 can rotate the flap 420 provided on the left side of the rear wheels in the second direction, and can rotate the flap 420 provided on the right side of the rear wheels in the first direction.

[0205] In other words, when understeer occurs while the vehicle is turning left and traveling, the flap 420 can be controlled to generate a lateral force to the left at the front wheels, and the flap 420 can be controlled to generate a lateral force to the right at the rear wheels, so that understeer can be alleviated by generating an additional torque in the turning direction of the vehicle.

[0206] In the case where oversteer occurs in the vehicle, the controller 300 can be configured to control the flap 420 in a torque cancellation mode to cancel the excessive torque in the vehicle (S1010).

[0207] For example, when oversteer occurs while the vehicle is turning left and traveling, the controller 300 can rotate the flap 420 provided on the left side of the front wheels in the second direction, and can rotate the flap 420 provided on the right side of the front wheels in the first direction.

[0208] In addition, the controller 300 can cause the flap 420 provided on the left side of the rear wheel to rotate in a first direction, and can cause the flap 420 provided on the right side of the rear wheel to rotate in a second direction.

[0209] In other words, when oversteering occurs while the vehicle is turning left and moving forward, the flap 420 can be controlled to generate a lateral force to the right at the front wheels, and the flap 420 can be controlled to generate a lateral force to the left at the rear wheels, so that oversteering can be alleviated by generating an additional torque in the opposite direction of the turning direction of the vehicle.

[0210] Herein, in S1009 and S1010, the rotation angle of the flap 420 can be adjusted based on the occurrence degree of oversteering or understeering and the traveling speed of the vehicle.

[0211] For example, the controller 300 can be configured to control the rotation angle of the flap 420 to increase as the occurrence degree of oversteering or understeering increases, and can be configured to control the rotation angle of the flap 420 to decrease as the traveling speed of the vehicle increases.

[0212] In a case where the traveling speed of the vehicle exceeds a predetermined reference speed (for example, 80 km / h), the controller 300 can confirm whether the current lateral acceleration is less than or equal to the reference lateral acceleration (S1011).

[0213] Refer again to Figure 17 , in the case of high-speed driving exceeding 80 km / h, since the air resistance increases rapidly, the aerodynamic performance in the high-speed driving section can be improved, thereby improving the fuel efficiency of the vehicle.

[0214] In addition, the driving stability of the vehicle can be improved by canceling the influence of crosswinds during lane changes or straight driving at high speeds.

[0215] In a case where the current lateral acceleration is less than the reference lateral acceleration, the controller 300 can be configured to control the flap 420 of the variable wheel 400 in a lateral force compensation mode to compensate for the insufficient lateral acceleration (S1012).

[0216] For example, when the vehicle changes lanes to the left lane, in a case where the current lateral acceleration is less than the reference lateral acceleration, the controller 300 can generate a lateral force from the right side to the left side of the vehicle by causing the flap 420 provided on the left wheel to rotate in a first direction and causing the flap 420 provided on the right side to rotate in a second direction to compensate for the insufficient lateral acceleration.

[0217] Here, since the lateral force is proportional to the rotation angle of the flap 420 and the traveling speed of the vehicle, the controller 300 can adjust the rotation angle of the flap 420 inversely proportional to the traveling speed of the vehicle.

[0218] For example, in the case where the same magnitude of lateral force needs to be compensated, the controller 300 can adjust the rotation angle of the flap 420 to be larger when the traveling speed of the vehicle is slower than when the traveling speed of the vehicle is faster.

[0219] In the case where the current lateral acceleration exceeds the reference lateral acceleration, the controller 300 can be configured to control the flap 420 of the variable wheel 400 in a lateral force cancellation mode to cancel the excessive lateral acceleration (S1013).

[0220] For example, when the vehicle changes lanes to the left lane, in the case where the current lateral acceleration exceeds the reference lateral acceleration, the controller 300 can rotate the flap 420 provided on the left wheel in the second direction and can rotate the flap 420 provided on the right wheel in the first direction, which can reduce the excessive lateral acceleration by generating a lateral force from the left side to the right side of the vehicle.

[0221] Here, since the lateral force is proportional to the rotation angle of the flap 420 and the traveling speed of the vehicle, the controller 300 can adjust the rotation angle of the flap 420 inversely proportional to the traveling speed of the vehicle.

[0222] For example, in the case where the same magnitude of lateral force needs to be compensated, the controller 300 can adjust the rotation angle of the flap 420 to be larger when the traveling speed of the vehicle is slower than when the traveling speed of the vehicle is faster.

[0223] Figure 18 is a schematic diagram exemplarily showing the forces and torques acting on the traveling vehicle 1 according to the relative positions of the traveling vehicle 1 and the surrounding vehicle 2 in another exemplary embodiment of the present invention.

[0224] When the vehicle is traveling, the surrounding vehicle 2 may overtake the traveling vehicle 1, or the traveling vehicle 1 may travel while overtaking the surrounding vehicle 2.

[0225] Here, according to the relative positions of the traveling vehicle 1 and the surrounding vehicle 2, the forces and torques generated in the traveling vehicle 1 can change.

[0226] Accordingly, the controller 300 can adjust the flap 420 of the variable wheel 400 according to the relative positions of the traveling vehicle 1 and the surrounding vehicle 2, so as to achieve the best aerodynamic performance.

[0227] The relative position of the traveling vehicle 1 and the surrounding vehicle 2 can be roughly divided into a first section, a second section, and a third section, where the second section can be divided into a second-first section and a second-second section.

[0228] Hereinafter, it can be assumed that the surrounding vehicle 2 overtakes the vehicle 1 on the right side in the traveling direction for explanation.

[0229] Here, the first section can be the section where the traveling vehicle 1 starts to overlap with the surrounding vehicle 2.

[0230] In the first section, as the surrounding vehicle 2 approaches the traveling vehicle 1, the lateral force pushed in the direction opposite to the approaching surrounding vehicle 2 can increase, and the first section can be the section where the magnitude of the lateral force acts the most.

[0231] Here, the first section can include position A and position B.

[0232] Position A and position B can be determined based on the position of the front end of the surrounding vehicle 2.

[0233] Position A can be the position from the start of the section where the front end of the surrounding vehicle 2 overlaps with the traveling vehicle 1 to the point where the position where the front end of the surrounding vehicle 2 overlaps with the traveling vehicle 1 reaches 5% of the length of the traveling vehicle 1.

[0234] When the surrounding vehicle 2 enters position A, the traveling vehicle 1 can be considered to be in the influence area of the air resistance caused by the surrounding vehicle 2.

[0235] When the surrounding vehicle 2 is in position A, a clockwise moment can be generated in the traveling vehicle 1, and the lateral force pushed in the opposite direction of the surrounding vehicle 2 can increase.

[0236] Position B can be the position where the position where the front end of the surrounding vehicle 2 overlaps with the traveling vehicle 1 is from 5% to 50% of the length of the traveling vehicle 1.

[0237] When the surrounding vehicle 2 is located at position B, the traveling vehicle 1 can include the point where the clockwise moment gradually decreases and disappears, and can include the maximum point of the lateral force pushed in the opposite direction of the surrounding vehicle 2.

[0238] In addition, the second section can be the section from the point where the front end of the surrounding vehicle 2 passes through the central part of the traveling vehicle 1 to the point where the overlapping section with the traveling vehicle 1 disappears.

[0239] The second section is the section where the surrounding vehicle 2 passes by the traveling vehicle 1. In the initial section, the directions of the force and moment generated by the surrounding vehicle 2 can be the same as each other. In the final section, the directions of the force and moment can change to the directions of the force and moment generated by the surrounding vehicle 2.

[0240] Here, the initial section can be referred to as the second-first section, and the final section can be referred to as the second-second section.

[0241] The second-first section can include position C and position D, and the second-second section can include position E and position F.

[0242] Position C can be the point where the front end of the surrounding vehicle 2 passes through the central part of the traveling vehicle 1.

[0243] At position C, a moment opposite to the moment of the first section (i.e., a counterclockwise moment) can be generated, and a lateral force that pushes in the opposite direction of the surrounding vehicle 2 can be generated.

[0244] Position D can be the position where the overlapping section between the traveling vehicle 1 and the surrounding vehicle 2 is arranged between 50% and 100% of the length of the traveling vehicle 1 and the end part of the surrounding vehicle 2 still does not overlap with the traveling vehicle 1.

[0245] At position D, a moment can be generated in the same direction as position C (i.e., the counterclockwise direction), and a lateral force that pushes in the opposite direction of the surrounding vehicle 2 can be generated, but its magnitude can decrease as the overlapping section increases.

[0246] Position E can be the position of the point where the overlapping section between the traveling vehicle 1 and the surrounding vehicle 2 is arranged between 50% and 100% of the length of the traveling vehicle 1 and the end part of the surrounding vehicle 2 starts to overlap with the traveling vehicle 1.

[0247] At position E, a moment in the same direction as position D (i.e., the counterclockwise moment) can be generated, but its magnitude can decrease as the overlapping section increases, and different from positions A to D, a lateral force that pulls in the direction of the surrounding vehicle 2 can be generated.

[0248] Position F can be the position where the front end of the surrounding vehicle 2 has passed through the traveling vehicle 1 and the end part of the surrounding vehicle 2 is in the overlapping section with the traveling vehicle 1.

[0249] Position F can include the point where a moment in the same direction as position E (i.e., the counterclockwise moment) can be generated but its magnitude can decrease as the overlapping section increases and the magnitude disappears.

[0250] In addition, similar to position E, a lateral force that pulls in the direction of the surrounding vehicle 2 can be generated, and it can include the maximum point of the lateral force that pulls in the direction of the surrounding vehicle 2.

[0251] In addition, the third section can be the section where the end part of the surrounding vehicle 2 does not overlap with the traveling vehicle 1, that is, the section where the surrounding vehicle 2 passes beyond the traveling vehicle 1 and deviates from the traveling vehicle 1.

[0252] The third section may be a section in which the direction of the force is changed again due to the influence of the slipstream at the moment when the surrounding vehicle 2 deviates from the traveling vehicle 1.

[0253] That is, the third section is opposite to the second section. In the third section, a clockwise moment in the same direction as the first section may be generated, and a lateral force that pushes in the opposite direction of the surrounding vehicle 2 may be generated.

[0254] As described above, during the overtaking process, the directions and magnitudes of the forces and moments between the traveling vehicle 1 and the surrounding vehicle 2 may change according to their relative positions.

[0255] According to another exemplary embodiment of the present invention, when a vehicle overtakes, the flap 420 of the variable wheel 400 provided in the vehicle may be individually controlled according to the changed forces and moments, thereby ensuring aerodynamic performance and driving stability.

[0256] Figure 19 is a flowchart of a control method of the variable wheel 400 according to another exemplary embodiment of the present invention, Figure 20 is a flowchart of a control method of the variable wheel 400 according to another exemplary embodiment of the present invention.

[0257] Reference Figure 19 , the second receiving unit 200 may sense the surrounding vehicle 2 approaching the traveling vehicle 1 (S1100), and the controller 300 may continuously sense from the second receiving unit 200 whether the surrounding vehicle 2 is approaching (S1101).

[0258] Here, the second receiving unit 200 may use a radio detection and ranging (RADAR), a light detection and ranging (LIDAR), a camera, an ultrasonic sensor, and an infrared sensor provided in the vehicle to receive information on whether the surrounding vehicle 2 is approaching, as well as information on the total height of the surrounding vehicle 2 and the relative position between the surrounding vehicle 2 and the traveling vehicle 1.

[0259] When the surrounding vehicle 2 is sensed, the controller 300 may confirm from the second receiving unit 200 whether the total height of the surrounding vehicle 2 approaching the traveling vehicle 1 is less than or equal to a preset height (for example, 2 m) (S1102).

[0260] Here, the total height may refer to the height between the highest point and the lowest point of the vehicle. Generally, the total height may be the height from the ground to the uppermost part of the vehicle.

[0261] The air that is pushed forward toward the surrounding vehicle 2 affects the driving of the traveling vehicle 1. Therefore, it can be understood that as the total height increases, the influence of the air on the driving of the traveling vehicle 1 becomes greater.

[0262] When the total height of the surrounding vehicle 2 is less than or equal to a preset height (e.g., 2 m), the controller 300 can confirm a first position including a first section, a second section, and a third section based on the relative position information of the surrounding vehicle 2 and the traveling vehicle 1 received via the second receiving unit 200 (S1103).

[0263] Here, the first section may be a section where the surrounding vehicle 2 starts to overlap with the traveling vehicle 1, the second section may be a section from the point where the front end of the surrounding vehicle 2 passes through the center part of the traveling vehicle 1 to the point where the overlapping section with the traveling vehicle 1 disappears, and the third section may be a section where the end part of the surrounding vehicle 2 does not overlap with the traveling vehicle 1, that is, the surrounding vehicle 2 exceeds the traveling vehicle 1 and deviates from the traveling vehicle 1.

[0264] Here, the controller 300 may first perform the division of the first section, the second section, and the third section, and then divide each section into detailed positions (e.g., positions A to G), but the present invention is not limited thereto. The controller 300 can directly distinguish detailed positions (e.g., positions A to G) based on the relative position information of the surrounding vehicle 2 and the traveling vehicle 1 received via the second receiving unit 200.

[0265] When divided into the first section, the controller 300 can distinguish a second position including positions A and B (S1104).

[0266] Here, position A may be a position from the start of the section where the front end of the surrounding vehicle 2 overlaps with the traveling vehicle 1 to the point where the position where the front end of the surrounding vehicle 2 overlaps with the traveling vehicle 1 reaches 5% of the length of the traveling vehicle 1.

[0267] When the surrounding vehicle 2 is in position A, a clockwise moment can be generated in the traveling vehicle 1, and the lateral force pushing in the opposite direction of the surrounding vehicle 2 can increase.

[0268] In addition, position B may be a position where the overlapping position of the front end of the surrounding vehicle 2 and the traveling vehicle 1 is from 5% to 50% of the length of the traveling vehicle 1.

[0269] When the surrounding vehicle 2 is in position B, the traveling vehicle 1 may include a point where the clockwise moment gradually decreases and disappears, and may include the maximum point of the lateral force pushing in the opposite direction of the surrounding vehicle 2.

[0270] When divided into position A, the controller 300 can be configured to generate an air flow only in the opposite direction of the traveling vehicle 1 to the flap 420 provided on the rear wheel of the traveling vehicle, which can offset the clockwise moment and the lateral force generated in the opposite direction of the surrounding vehicle 2 (S1105).

[0271] For example, when the surrounding vehicle 2 is at position A on the right side of the vehicle, the flap 420 provided on the front wheel can control the rotation angle to 0 (zero) ° to close the opening 411, and the flap 420 provided on the left side of the rear wheel can be rotated in the second direction, and the flap 420 provided on the right side can be rotated in the first direction.

[0272] When divided into position B, the controller 300 can be configured to generate an air flow in the opposite direction of the traveling vehicle 1 through the flaps 420 provided on the front and rear wheels, which can counteract the lateral force generated in the opposite direction of the surrounding vehicle 2 (S1106).

[0273] For example, when the surrounding vehicle 2 is at position B on the right side of the vehicle, the flaps 420 provided on the left sides of the front and rear wheels can be rotated in the second direction, and the flaps 420 provided on the right sides of the front and rear wheels can be rotated in the first direction.

[0274] When divided into the second section, the controller 300 can distinguish a second position including positions C, D, E, and F (S1107).

[0275] Here, position C can be the point where the front end of the surrounding vehicle 2 passes through the central part of the traveling vehicle 1. At position C, a moment in the direction opposite to that of the first section (i.e., a counterclockwise moment) can be generated, and a lateral force that pushes in the opposite direction of the surrounding vehicle 2 can be generated.

[0276] In addition, position D can be a position where the overlapping section between the traveling vehicle 1 and the surrounding vehicle 2 is arranged between 50% and 100% of the length of the traveling vehicle 1 and the end of the surrounding vehicle 2 still does not overlap with the traveling vehicle 1.

[0277] At position D, a moment can be generated in the same direction as position C (i.e., the counterclockwise direction), and a lateral force that pushes in the opposite direction of the surrounding vehicle 2 can be generated, but its magnitude can decrease as the overlapping section increases.

[0278] In addition, position E can be a position where the overlapping section between the traveling vehicle 1 and the surrounding vehicle 2 is arranged between 50% and 100% of the length of the traveling vehicle 1 and the end of the surrounding vehicle 2 starts to overlap with the traveling vehicle 1.

[0279] At position E, a moment can be generated in the same direction as position D (i.e., the counterclockwise direction), but its magnitude can decrease as the overlapping section increases, and different from positions A to D, a lateral force that pulls in the direction of the surrounding vehicle 2 can be generated.

[0280] Alternatively, the position F may be a position where the front end of the surrounding vehicle 2 has passed the traveling vehicle 1 and the end of the surrounding vehicle 2 is in a section overlapping with the traveling vehicle 1.

[0281] The position F may include a point where a moment (i.e., a counterclockwise moment) in the same direction as the position E can be generated, but the magnitude thereof may decrease as the overlapping section increases and the magnitude may disappear.

[0282] Similar to the position E, a lateral force pulled in the direction of the surrounding vehicle 2 can be generated, and it may include the maximum point of the lateral force pulled in the direction of the surrounding vehicle 2.

[0283] In the case of being divided into the position C, the controller 300 may be configured to generate an air flow only in the opposite direction of the traveling vehicle 1 to the flap 420 provided on the front wheels of the vehicle, which can cancel the counterclockwise moment and the lateral force generated in the opposite direction of the surrounding vehicle 2 (S1108).

[0284] For example, when the surrounding vehicle 2 is in the position C on the right side of the vehicle, the flap 420 provided on the left side of the front wheel may rotate in the second direction, the flap 420 provided on the right side may rotate in the first direction, and the flap 420 provided on the rear wheel may close the opening 411 by controlling the rotation angle to 0 (zero) °.

[0285] In the case of being divided into the position D, the controller 300 may be configured to generate an air flow only in the opposite direction of the traveling vehicle 1 to the flap 420 provided on the front wheels, which can cancel the counterclockwise moment and the lateral force generated in the opposite direction of the surrounding vehicle 2 (S1109).

[0286] For example, when the surrounding vehicle 2 is in the position D on the right side of the vehicle, the flap 420 provided on the left side of the front wheel may rotate in the second direction, the flap 420 provided on the right side may rotate in the first direction, and the flap 420 provided on the rear wheel may close the opening 411 by controlling the rotation angle to 0 (zero) °.

[0287] Here, referring back to Figure 18 , as the magnitudes of the moment and the lateral force decrease from the position C to the position D, the rotation angle of the flap 420 in S1109 may be adjusted to be smaller than the rotation angle of the flap 420 in S1108.

[0288] In the case of being divided into the position E, the controller 300 may be configured to generate an air flow only in the direction of the traveling vehicle 1 to the flap 420 provided on the rear wheels, which can cancel the lateral force generated in the direction of the surrounding vehicle 2 (S1110).

[0289] For example, when the surrounding vehicle 2 is at position E on the right side of the vehicle, the flap 420 provided on the front wheel can close the opening 411 by controlling the rotation angle to 0 (zero) °, and the flap 420 provided on the left side of the rear wheel can rotate in the first direction, and the flap 420 provided on the right side can rotate in the second direction.

[0290] In the case of being divided into position F, the controller 300 can be configured to generate an air flow in the direction of the traveling vehicle 1 on the flaps 420 provided on the front and rear wheels, which can cancel the counterclockwise torque and the lateral force generated in the direction of the surrounding vehicle 2 (S1111).

[0291] For example, when the surrounding vehicle 2 is at position F on the right side of the vehicle, the flaps 420 provided on the left sides of the front and rear wheels can rotate in the first direction, and the flaps 420 provided on the right sides of the front and rear wheels can rotate in the second direction.

[0292] In the case of being divided into the third section, the controller 300 can be configured to generate an air flow only in the opposite direction of the traveling vehicle 1 on the flap 420 provided on the rear wheel, which can cancel the clockwise torque and the lateral force generated in the opposite direction of the surrounding vehicle 2 (S1112).

[0293] For example, when the surrounding vehicle 2 is in the third section at position G on the right side of the vehicle, the flap 420 provided on the front wheel can close the opening 411 by controlling the rotation angle to 0 (zero) °, and the flap 420 provided on the left side of the rear wheel can rotate in the second direction, and the flap 420 provided on the right side can rotate in the first direction.

[0294] Reference Figure 20 , when the total height of the surrounding vehicle 2 exceeds a preset height (for example, 2 m), the controller 300 can confirm the first position including the first section, the second section, and the third section through the relative position information of the surrounding vehicle 2 and the traveling vehicle 1 received via the second receiving unit 200 (S1201).

[0295] When the total height of the surrounding vehicle 2 exceeds a preset height (for example, 2 m), S1201 to S1210 can be the same process as S1103 to S1112.

[0296] However, when comparing S1203, S1204, S1206, S1207, S1208, S1209, and S1210 with S1105, S1106, S1108, S1109, S1110, S1111, and S1112, the positions and directions of the controlled flaps 420 are the same, but the controlled rotation angles can be larger.

[0297] This is because when the total height of the vehicle is relatively high, the traveling vehicle 1 is more affected by the position of the surrounding vehicle 2.

[0298] S1201 to S1210 can be compared with S1103 to S1112. In S1203, S1204, S1206, S1207, S1208, S1209, and S1210, except for controlling the angle of the rotary flap 420 to be larger, the controller 300 can perform the same control. Therefore, the repeated content can be replaced with the content described in S1103 to S1112 above.

[0299] Figure 21 It is a flowchart of a control method for the variable wheel 400 according to another exemplary embodiment of the present invention.

[0300] Reference Figure 21 , the controller 300 can confirm whether the vehicle is driving off-road (S1300).

[0301] Here, off-road driving can mean driving on an unpaved road.

[0302] For example, off-road driving can refer to driving in an environment without roads or road signs (such as muddy roads, rough mountain roads, beaches, swamps, and various other unpaved terrains).

[0303] In the case of off-road driving, in order to prevent the entry of foreign objects (soil, dust, stones, etc.) and protect the flap 420 of the variable wheel 400, the controller 300 can adjust the rotation angle of the flap 420 of the variable wheel 400 to 0 (zero).

[0304] The flap 420 of the variable wheel 400 can adjust the rotation angle to 0 (zero) to minimize the airflow through the wheel, and can minimize the foreign objects flowing in with the air, thereby protecting the braking device and the flap 420 of the variable wheel 400.

[0305] On the other hand, when air does not flow through the wheel, the braking device may not be cooled and may overheat. When the braking device overheats, the frictional force between the brake disc and the brake pads of the braking device may decrease, which may reduce the braking performance or cause damage or deformation of the braking device.

[0306] Accordingly, the controller 300 can compare the current temperature of the braking device (e.g., the temperature of the brake pads) with a predetermined reference temperature (e.g., 250 °C) (S1301).

[0307] When the current temperature of the braking device (e.g., the temperature of the brake pads) is less than a predetermined reference temperature (e.g., 250 °C), the controller 300 may adjust the rotation angle of the flap 420 of the variable wheel 400 to 0 (zero), which may minimize the air flow through the wheel to minimize foreign matter introduced with the air and may protect the braking device and the flap 420 of the variable wheel 400 (S1302).

[0308] In addition, when the current temperature of the braking device (e.g., the temperature of the brake pads) exceeds a predetermined reference temperature (e.g., 250 °C), the controller 300 may adjust the rotation angle of the flap 420 to allow air to pass through the wheel, which may prevent the performance of the braking device from deteriorating by cooling the braking device and may prevent damage or deformation (S1303).

[0309] Here, the controller 300 may open all the flaps 420 of the variable wheel 400 maximally in the second direction, thereby quickly cooling the braking device by maximizing the air flow rate and velocity.

[0310] When the flap 420 is opened in the second direction, a fan effect may be generated according to the rotation of the wheel and the flow rate passing through may be maximized.

[0311] Figure 22 is a physical block diagram of a control device for a variable wheel 400 according to an exemplary embodiment of the present invention.

[0312] Reference Figure 22 , a control device for a variable wheel 400 according to an exemplary embodiment of the present invention may include at least one processor 510, a memory 520 storing at least one program instruction executed by the processor 510 and the result of the instruction execution, a flap 420 provided on at least one variable wheel 400, and a sending and receiving device 530 communicating with the driving unit 440 of the flap 420.

[0313] In addition, the control device of the variable wheel 400 may further include an input interface device 540, an output interface device 550, and a storage device 560.

[0314] The components included in the control device of the variable wheel 400 may be connected by a bus and may communicate with each other.

[0315] The processor 510 may execute the program instructions stored in the memory 520 or the storage device 560. The processor 510 may include a central processing unit (CPU) and a graphics processing unit (GPU), or may be other types of dedicated processors 510 suitable for executing the method according to the exemplary embodiment of the present invention.

[0316] The memory 520 can load program instructions stored in the storage device 560 and can provide the program instructions to the processor 510 so that the processor 510 can execute the program instructions. The memory 520 can include, for example, volatile memory (e.g., random access memory (RAM)) and non-volatile memory (e.g., read-only memory (ROM)).

[0317] The storage device 560 is a recording medium suitable for storing program instructions and data, and can include, for example, magnetic media (e.g., hard disks, floppy disks, and magnetic tapes), optical media (e.g., CD-ROM (compact disc read-only memory) and DVD (digital versatile disc)), magneto-optical media (e.g., floppy optical discs, flash memories, or erasable programmable ROM (EPROM)), or semiconductor memories (e.g., SSDs manufactured based on these).

[0318] The program instructions stored in the storage device 560 can be suitable for implementing the control method of the variable wheel 400 according to the exemplary embodiments of the present invention.

[0319] The method according to the exemplary embodiments of the present invention can be implemented in the form of program instructions, which can be executed by various computer devices and can be recorded on a computer-readable medium. The computer-readable medium can include program instructions, data files, data structures, etc. alone or in combination. The program instructions recorded on the computer-readable medium can be specifically designed and constructed for the present invention, or can be known and available to those skilled in the computer software field.

[0320] Examples of computer-readable media include hardware devices specifically configured to store and execute program instructions, such as ROM, RAM, and flash memories. Examples of program instructions include machine language codes generated by compilers, and high-level language codes that can be executed by a computer using interpreters, etc. The above hardware devices can be configured to operate with at least one software module to perform the operations of the present invention, and vice versa.

[0321] In various exemplary embodiments of the present invention, each of the above operations can be performed by a control device, and the control device can be configured as multiple control devices or configured as an integrated single control device.

[0322] In various exemplary embodiments of the present invention, the memory and the processor can be provided on one chip or provided on separate chips.

[0323] In various exemplary embodiments of the present invention, the scope of the present invention includes software or machine-executable commands (e.g., operating systems, applications, firmware, programs, etc.) that enable the operation of the methods according to the various embodiments to be executed on a device or computer, and non-volatile computer-readable media storing such software or commands that are executable on the device or computer.

[0324] In various exemplary embodiments of the present invention, the control device may be implemented in the form of hardware or software, or may be implemented as a combination of hardware and software.

[0325] Furthermore, terms included in the specification (e.g., "unit", "module", etc.) refer to units for processing at least one function or operation, which may be implemented by hardware, software, or a combination thereof.

[0326] In an exemplary embodiment of the present invention, a vehicle may be referred to based on the concept including various transportation means. In some cases, a vehicle may be interpreted based on the concept including not only various land transportation means such as cars, motorcycles, large trucks, and buses that travel on roads but also various transportation means such as airplanes, drones, ships, etc.

[0327] For the convenience of explanation and to accurately define the appended claims, the terms "above", "below", "inside", "outside", "upper", "lower", "upward", "downward", "front", "rear", "rear part", "inner side", "outer side", "inward", "outward", "internal", "external", "inner", "outer", "forward", and "backward" are used to describe the features of the exemplary embodiments with reference to the positions of these features shown in the drawings. It will be further understood that the term "connected" or its derivatives refer to both direct connection and indirect connection.

[0328] The term "and / or" may include a combination of multiple related listed items or any one of the multiple related listed items. For example, "A and / or B" includes all three cases, i.e., "A", "B", and "A and B".

[0329] In an exemplary embodiment of the present invention, "at least one of A and B" may refer to "at least one of A or B" or "at least one of a combination of at least one of A and B". Furthermore, "one or more of A and B" may refer to "one or more of A or B" or "one or more of a combination of one or more of A and B".

[0330] In this specification, unless the context clearly indicates otherwise, singular expressions include plural expressions.

[0331] In an exemplary embodiment of the present invention, it should be understood that terms such as "including" or "having" are intended to indicate the presence of the features, numbers, steps, operations, elements, components, or combinations thereof described in the specification, and do not exclude the possibility of adding or existing one or more other features, numbers, steps, operations, elements, components, or combinations thereof.

[0332] According to an exemplary embodiment of the present invention, components may be combined with each other to be implemented as one, or some components may be omitted.

[0333] Hereinafter, the fact that parts of the hardware are operatively coupled may include the fact that a direct and / or indirect connection between the parts of the hardware is established by wired and / or wireless means.

[0334] The foregoing description of the specific exemplary embodiments of the present invention has been presented for purposes of illustration and description. The foregoing description is not intended to be exhaustive or to limit the invention to the precise form disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain the particular principles of the invention and its practical application so that others skilled in the art may implement and utilize the various exemplary embodiments of the invention and its various alternative and modified embodiments. The scope of the present invention is intended to be defined by the appended claims and their equivalents.

Claims

1. A control device for variable wheels, the control device comprising: a receiving unit configured to receive internal driving information of a vehicle; and a controller operably connected to the receiving unit and configured to control flaps of the variable wheels provided on each wheel of the vehicle to rotate in a first direction or a second direction based on the internal driving information; wherein the controller is further configured to individually control the rotation direction or rotation angle of the flaps of the variable wheels.

2. The control device for variable wheels according to claim 1, wherein the first direction is the rotation direction in which the flaps of the variable wheels cause air to flow from the outside of the wheels to the inside of the wheels; the second direction is the rotation direction in which the flaps of the variable wheels cause air to flow from the inside of the wheels to the outside.

3. The control device for variable wheels according to claim 1, wherein the internal driving information includes information about the ground clearance of the vehicle; the controller is further configured to control the flaps of the variable wheels by comparing the ground clearance with a predetermined reference ground clearance.

4. The control device for variable wheels according to claim 3, wherein in response to the ground clearance being lower than the reference ground clearance, the controller is further configured to control the flaps of the variable wheels to reduce the air flow through the variable wheels.

5. The control device for variable wheels according to claim 3, wherein in response to the ground clearance being higher than the reference ground clearance, the controller is further configured to control the flaps to reduce the air flow through the variable wheels provided on the front wheels of the vehicle, and control the flaps of the variable wheels provided on the rear wheels of the vehicle to rotate in the first direction.

6. The control device for variable wheels according to claim 1, wherein the internal driving information includes information about the occurrence of understeer or oversteer of the vehicle; in response to the occurrence of understeer or oversteer, the controller is further configured to control the flaps so that the air flow formed by the variable wheels provided on the front wheels of the vehicle and the air flow formed by the variable wheels provided on the rear wheels of the vehicle are opposite to each other.

7. The control device for a variable wheel according to claim 6, wherein, The controller is further configured to: control the flaps of the variable wheels provided on the right front wheel and the left rear wheel of the vehicle to rotate in the same direction, and control the flaps of the variable wheels provided on the left front wheel and the right rear wheel of the vehicle to rotate in the same direction; control the flaps of the variable wheels provided on the right front wheel and the left rear wheel to rotate in a different direction from the flaps of the variable wheels provided on the left front wheel and the right rear wheel.

8. The control device for variable wheels according to claim 1, wherein the internal driving information includes lateral acceleration information and steering angle information; the controller is further configured to control the flaps of the variable wheels by comparing the lateral acceleration with a reference lateral acceleration determined based on the steering angle of the vehicle.

9. The control device for a variable wheel according to claim 8, wherein, The controller is further configured to control the variable wheels such that the vanes of the variable wheels disposed on the left side of the front and rear wheels of the vehicle rotate in different directions from the vanes of the variable wheels disposed on the right side of the front and rear wheels.

10. A control device for variable wheels, the control device comprising: a receiving unit configured to receive external driving information of a traveling vehicle; and a controller operably connected to the receiving unit and configured to control the vanes of the variable wheels provided on each wheel of the vehicle to rotate in a first direction or a second direction based on the external driving information, wherein the controller is further configured to individually control the rotation direction or rotation angle of the vanes of the variable wheels.

11. The control device for variable wheels according to claim 10, wherein the first direction is the rotation direction in which the vanes of the variable wheels cause air to flow from the outside of the wheels into the wheels; the second direction is the rotation direction in which the vanes of the variable wheels cause air to flow from the inside of the wheels to the outside.

12. The control device for variable wheels according to claim 10, wherein the external driving information includes relative position information of surrounding vehicles traveling near the traveling vehicle; the controller is further configured to control the vanes of the variable wheels based on the relative position information of the surrounding vehicles by dividing the relative position into a plurality of sections.

13. The control device for a variable wheel according to claim 12, wherein, The plurality of sections are distinguished according to changes in the magnitude or direction of the force and torque acting on the traveling vehicle, the magnitude or direction of the force and torque varying according to the relative position of the traveling vehicle and the surrounding vehicles.

14. The control device for a variable wheel according to claim 12, wherein, In a section where the front end portion of the surrounding vehicle in the plurality of sections starts to overlap the rear end portion of the traveling vehicle, the controller is further configured to: control the vanes of the variable wheels provided on the rear wheels of the traveling vehicle or the vanes of the variable wheels provided on the front and rear wheels of the traveling vehicle; control the vanes of the variable wheels arranged on the side close to the surrounding vehicle to rotate in the first direction, and control the vanes of the variable wheels arranged on the side away from the surrounding vehicle to rotate in the second direction.

15. The control device for a variable wheel according to claim 12, wherein, In a section where the front end portion of the surrounding vehicle in the plurality of sections overlaps the rear end portion of the traveling vehicle and the rear end portion of the surrounding vehicle does not overlap the rear end portion of the traveling vehicle, the controller is further configured to: control the vanes of the variable wheels provided on the front wheels of the vehicle; Among the vanes of the variable wheels provided on the front wheels, control the vanes of the variable wheels arranged on the side close to the surrounding vehicle to rotate in the first direction, and control the vanes of the variable wheels arranged on the side away from the surrounding vehicle to rotate in the second direction.

16. The control device for a variable wheel according to claim 15, wherein, The controller is further configured to control the rotation angle of the vanes of the variable wheels to decrease as the overlapping section between the traveling vehicle and the surrounding vehicle increases.

17. The control device for a variable wheel according to claim 12, wherein, In a section where each of the front end portion and the rear end portion of the surrounding vehicle in the plurality of sections is arranged between the front end portion and the rear end portion of the traveling vehicle, the controller is further configured to: control the vanes of the variable wheels provided on the rear wheels of the traveling vehicle; In the vanes of the variable wheels provided on the rear wheels, the vanes arranged on the side closer to the surrounding vehicle are controlled to rotate in the second direction, and the vanes arranged on the side farther from the surrounding vehicle are controlled to rotate in the first direction.

18. The control device for a variable wheel according to claim 12, wherein, In the section where the front end of the surrounding vehicle in the plurality of sections passes the front end of the traveling vehicle and the rear end of the surrounding vehicle is arranged between the front end and the rear end of the traveling vehicle, The controller is further configured to: Control the vanes of the variable wheels provided on the front wheels and the rear wheels; In the vanes of the variable wheels provided on the front wheels and the rear wheels, the vanes arranged on the side closer to the surrounding vehicle are controlled to rotate in the second direction, and the vanes arranged away from the surrounding vehicle are controlled to rotate in the first direction.

19. The control device for a variable wheel according to claim 12, wherein, In the section after the rear end of the surrounding vehicle in the plurality of sections passes the front end of the traveling vehicle, The controller is further configured to: Control the vanes of the variable wheels provided on the rear wheels of the traveling vehicle; In the vanes of the variable wheels provided on the rear wheels, the vanes arranged on the side closer to the surrounding vehicle are controlled to rotate in the first direction, and the vanes arranged on the side farther from the surrounding vehicle are controlled to rotate in the second direction.

20. The control device for variable wheels according to claim 10, wherein, The external driving information includes information on the total height of the surrounding vehicle traveling close to the traveling vehicle; The controller is further configured to control the rotation angle of the vanes of the variable wheels to increase as the total height of the surrounding vehicle is higher.

21. A control device for variable wheels, the control device comprising: A receiving unit configured to receive temperature information of the braking device; And A controller operably connected to the receiving unit and configured to control the vanes of the variable wheels to open or close an opening of the variable wheels provided to allow air to pass through the wheels based on the temperature information of the braking device.

22. The control device for a variable wheel according to claim 21, wherein, The controller is further configured to control the vanes of the variable wheels to close the opening of the variable wheels in response to off-road driving of the vehicle.

23. The control device for a variable wheel according to claim 21, wherein, In response to the temperature of the braking device exceeding a predetermined reference temperature, The controller is further configured to control the vanes of the variable wheels to open the opening of the variable wheels provided to allow air to pass through the wheels.

24. The control device for a variable wheel according to claim 23, wherein, The controller is further configured to control the vanes of the variable wheels to allow air to flow from the inside of the wheels to the outside.

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