Single-side unfolding method and device for three-section type empennage, electronic equipment and vehicle

Abstract

The invention provides a single-side unfolding method and device for a three-section type empennage, electronic equipment and a vehicle, and can determine the current vehicle speed after a vehicle steering signal is detected. A target single-side wing plate needing to be unfolded is determined in the three-section type empennage according to the vehicle steering signal; an empennage controller is controlled to unfold a target single-side wing plate according to the requested empennage unfolding amplitude, and after the target single-side wing plate needing to be unfolded is determined, the requested empennage unfolding amplitude is determined according to the current vehicle speed when the current vehicle speed is larger than or equal to a preset vehicle speed threshold value; the empennage unfolding amplitudes of different unfolding requests are determined according to different vehicle speeds, use under various vehicle speed scenes is met, intelligent unfolding of the three-section type empennage is achieved, and adaptability is improved. By unfolding the target single-side wing plate, the downward pressure of wheels on the outer side during turning of the vehicle can be increased, the vehicle is prevented from sideslipping due to too high turning speed, and turning safety is guaranteed.

Description

Technical Field

[0001] The present application relates to the technical field, and in particular to a method, device, electronic equipment and vehicle for unilaterally deploying a three-section tail wing. Background Art

[0002] An electric rear wing, also known as an electric spoiler, is a component that influences the vehicle's overall airflow during high-speed driving. The wing primarily provides a downward longitudinal pressure on the vehicle's overall airflow, improving vehicle stability and grip while driving, while also indirectly reducing energy consumption. When deployed, the wing enhances the vehicle's appearance, adds a touch of technology, and modifies its overall appearance. However, a single wing deployment method cannot adapt to different driving scenarios. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a unilateral deployment method, device, electronic equipment and vehicle for a three-section rear wing, which is used to increase the downforce of the outer wheels when the vehicle turns, and prevent the vehicle from skidding due to excessive cornering speed.

[0004] Based on the above objectives, a first aspect of the present application provides a method for unilaterally deploying a three-section tail wing, comprising:

[0005] In response to detecting a vehicle turn signal, determining a current vehicle speed;

[0006] determining a target single-side wing panel to be deployed in the three-section tail wing according to the vehicle turning signal;

[0007] In response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determining a requested tail wing deployment amplitude according to the current vehicle speed;

[0008] The tail controller is controlled to unfold the target single-side wing panel according to the requested tail wing unfolding range.

[0009] A second aspect of the present application provides a unilateral deployment device for a three-section tail wing, comprising:

[0010] a turn detection module configured to: determine a current vehicle speed in response to detecting a vehicle turn signal;

[0011] A target determination module is configured to: determine a target single-side wing panel that needs to be deployed in the three-section tail wing according to the vehicle turning signal;

[0012] an amplitude calculation module, configured to: in response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determine a requested tail wing deployment amplitude according to the current vehicle speed;

[0013] The wing panel deployment module is configured to control the tail controller to deploy the target single-side wing panel according to the requested tail wing deployment range.

[0014] The third aspect of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the method provided in the first aspect of the present application is implemented.

[0015] A fourth aspect of the present application provides a vehicle, which includes the device provided in the second aspect of the present application or the electronic device provided in the second aspect of the present application.

[0016] As can be seen from the above, the method, device, electronic device, and vehicle for unilateral deployment of a three-stage tail wing provided by the present application can determine the current vehicle speed after detecting the vehicle's turn signal. The target unilateral wing panel that needs to be deployed is determined in the three-stage tail wing according to the vehicle's turn signal; the tail wing controller is controlled to deploy the target unilateral wing panel according to the requested tail wing deployment amplitude; after determining the target unilateral wing panel that needs to be deployed, when the current vehicle speed is greater than or equal to a preset vehicle speed threshold, the requested tail wing deployment amplitude is determined according to the current vehicle speed; different requested tail wing deployment amplitudes are determined according to different vehicle speeds, meeting the requirements for use in various vehicle speed scenarios, realizing intelligent deployment of the three-stage tail wing, and improving adaptability. By deploying the target unilateral wing panel, the downforce of the outer wheels of the vehicle when turning can be increased, preventing the vehicle from skidding due to excessive speed when entering the turn, and ensuring safety when turning. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in this application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are merely embodiments of this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0018] Figure 1 This is a flow chart of a method for unilaterally deploying a three-section tail wing according to an embodiment of the present application;

[0019] Figure 2 A flow chart for determining a requested tail wing deployment range according to an embodiment of the present application;

[0020] Figure 3 A flow chart for determining a target single-sided wing panel that needs to be deployed for an embodiment of the present application;

[0021] Figure 4 This is a flow chart of controlling the tail wing controller to deploy a target single-side wing panel according to an embodiment of the present application;

[0022] Figure 5This is a flow chart of folding the three-section tail wing according to an embodiment of the present application;

[0023] Figure 6 This is a schematic structural diagram of a unilateral deployment device for a three-section tail wing according to an embodiment of the present application;

[0024] Figure 7 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0025] In order to make the objectives, technical solutions and advantages of this application more clear, this application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0026] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should have the usual meanings understood by people with ordinary skills in the field to which this application belongs. The "first", "second" and similar words used in the embodiments of the present application do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0027] It should be understood herein that any number of elements in the drawings is for illustration only and not for limitation, and any naming is only for distinction and does not have any limiting meaning.

[0028] Based on the description of the above background technology, the following situations also exist in the related art:

[0029] Among the various electric rear wings of vehicles, the three-stage electric rear wing is a relatively novel structural form. The rear wing body of the three-stage electric rear wing is composed of three sections of wing panels, and the opening and closing of the rear wing are also realized through the drive method of the motor and the connecting rod mechanism. When the rear wing is closed, the left and right sections of the wing panels are horizontally spliced together, the middle wing panel is located below the two spliced sections of the wing panels, and the entire rear wing drops to the preset stowed position. When the rear wing is opened, the rear wing rises vertically, and as the rear wing rises, the wing panels on both sides are synchronously unfolded horizontally to the left and right sides, and finally spliced with the middle wing panel to form an integral rear wing. After the entire rear wing is lifted into place, it is opened. However, the simultaneous deployment of the three sections of the wing panels of the three-stage rear wing is not suitable for all usage scenarios, and it is not possible to achieve intelligent deployment according to different driving scenarios.

[0030] The three-section rear wing not only enhances the vehicle's aesthetics but also serves as a key component of the active aerodynamics system. When the vehicle is traveling quickly on a straight road, the three-section rear wing, acting as a rear spoiler, automatically raises and deploys to reduce wind resistance and increase the vehicle's maximum design speed. However, deploying the three-section rear wing at low speeds does not aid vehicle maneuverability, so automatic deployment is generally not performed at low speeds (less than 70 km / h).

[0031] For the above reasons, the automatic control of the three-stage tail wing in the related art is carried out according to the vehicle speed. Generally, two speed thresholds, one large and one small, are set. When the vehicle speed exceeds the larger speed threshold, the three-stage tail wing is automatically deployed, and when the vehicle speed drops to the smaller speed threshold, the deployed three-stage tail wing is automatically retracted. Taking the larger speed threshold as 100km / h and the smaller speed threshold as 70km / h as an example, a hysteresis interval with a difference of 30km / h is set. The hysteresis interval is to avoid frequent opening and closing. If the three-stage tail wing is automatically controlled only at a fixed speed value of 100km / h, it may cause the three-stage tail wing to be frequently deployed and retracted when the vehicle speed fluctuates around 100km / h, reducing the service life of the three-stage tail wing. Therefore, the hysteresis interval is set to avoid frequent opening and closing.

[0032] Although the frequent automatic opening and closing of the three-stage tail wing can be avoided by setting a hysteresis interval, it can only be used in fast-driving scenarios. For other driving scenarios, the lack of a control strategy for the three-stage tail wing makes it difficult to bring out the advantages of the three-stage tail wing, such as in the scenario of skidding when turning.

[0033] The unilateral deployment method, device, electronic device, and vehicle for a three-stage tail wing provided in the embodiments of the present application are capable of determining the current vehicle speed after detecting a vehicle turn signal. The target unilateral wing panel that needs to be deployed is determined in the three-stage tail wing according to the vehicle turn signal; the tail wing controller is controlled to deploy the target unilateral wing panel according to the requested tail wing deployment amplitude; after determining the target unilateral wing panel that needs to be deployed, when the current vehicle speed is greater than or equal to a preset vehicle speed threshold, the requested tail wing deployment amplitude is determined according to the current vehicle speed; different deployment request tail wing deployment amplitudes are determined according to different vehicle speeds to meet the use in various vehicle speed scenarios, realize intelligent deployment of the three-stage tail wing, and improve adaptability. By deploying the target unilateral wing panel, the downforce of the outer wheels of the vehicle when turning can be increased, preventing the vehicle from skidding due to excessive speed when entering the turn, and ensuring safety when turning.

[0034] The following describes a method for unilaterally deploying a three-section tail wing according to an exemplary embodiment of the present application with reference to the accompanying drawings.

[0035] In some embodiments, as Figure 1As shown, a method for unilaterally deploying a three-section tail wing includes:

[0036] Step 101: In response to detecting a vehicle turn signal, determine the current vehicle speed.

[0037] In practice, since unilateral deployment of the three-stage rear wing requires specific scenarios, it is necessary to monitor vehicle parameters in real time during driving to determine whether the vehicle has entered the corresponding scenario. This embodiment of the application is primarily targeted at scenarios where skidding occurs during high-speed cornering. The cause of a vehicle skidding can be described using the formula for friction equals centripetal force, where the formula for friction equals centripetal force is:

[0038]

[0039] Among them, μmg on the left side of the formula represents the friction between the vehicle and the ground, and μmg on the right side represents the friction between the vehicle and the ground. represents centripetal force. When a vehicle turns, friction provides centripetal force. The μ in μmg represents the coefficient of friction. The coefficient of friction is the ratio of the friction between two surfaces to the perpendicular force acting on one of them, i.e., coefficient of friction = friction / perpendicular force. Its value depends on the surface roughness, not the contact area. Therefore, when the tire and road surface are constant, the coefficient of friction is a constant. m represents the mass of the vehicle, also a constant value, and g represents the acceleration due to gravity, so the friction force μmg is a constant value.

[0040] Among them, centripetal force Where V represents the current vehicle speed, a variable value; R represents the turning radius; and m represents the vehicle's mass, a fixed value. Therefore, the centripetal force required for a smooth turn depends primarily on the current vehicle speed. Therefore, if the vehicle is moving too fast, the centripetal force becomes greater than the friction. The only way to reduce this force is to increase the turning radius until it equals the friction. At this point, the vehicle will slide outward to increase the turning radius, causing the vehicle to skid when turning. Therefore, for driving safety, the vehicle must slow down to reduce the centripetal force required when turning, which can be inconvenient for the user.

[0041] Therefore, when the steering wheel angle sensor detects a vehicle turn signal, it is determined that the vehicle has begun to turn and entered a turning scenario. At this time, there is a risk of skidding. Therefore, the possibility of skidding risk is determined by determining the current vehicle speed. The higher the current vehicle speed, the greater the centripetal force required for the vehicle to turn, assuming the maximum friction force is fixed, and the greater the possibility of skidding risk.

[0042] Step 102: Determine a target single-side wing panel that needs to be deployed in the three-section tail wing according to the vehicle turning signal.

[0043] In a specific implementation, the entire vehicle is treated as a rigidly connected structure. When turning, the corresponding speeds of the inner and outer sides of the vehicle are different, but the angular velocity W of the entire vehicle is the same. According to the conversion formula of angular velocity to linear velocity, the speed of the outer side of the vehicle is greater than the speed of the inner side of the vehicle. The conversion formula of angular velocity to linear velocity is:

[0044] V=WR(2)

[0045] Substituting formula (2) into the friction force equals centripetal force formula (1), we get the new friction force equals centripetal force formula:

[0046]

[0047] According to formula (3), when the vehicle turns, the centripetal force required on the outside of the vehicle is the greatest. Therefore, the first location where the entire vehicle will skid is the outside of the vehicle. Therefore, as long as the pressure on the outside of the vehicle is increased, skidding can be avoided. Therefore, it is necessary to determine the target single wing panel to be deployed in the three-section tail wing based on the vehicle's turn signal. If the vehicle turns left, the wing panel on the right side of the three-section tail wing is used as the target single wing panel to be deployed; if the vehicle turns right, the wing panel on the left side of the three-section tail wing is used as the target single wing panel to be deployed.

[0048] Step 103: In response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determining a requested tail wing deployment amplitude according to the current vehicle speed.

[0049] In specific implementations, the preset vehicle speed threshold is a relatively low speed, which is used to determine whether the rear wing deployment is necessary. When the current vehicle speed is less than the speed threshold, it indicates that the vehicle's turning speed is low. Under normal road conditions (because the friction coefficient μ decreases sharply under abnormal road conditions such as snowy and rainy roads), there is almost no side slip. Therefore, in order to ensure the service life of the three-stage rear wing and reduce mechanical wear, the rear wing will not automatically deploy. However, the three-stage rear wing can be manually deployed and retracted according to user instructions.

[0050] When the current vehicle speed is greater than or equal to the preset speed threshold, it means that the vehicle's entry speed when turning has met the requirements for skidding under normal road conditions. It is necessary to deploy the three-stage tail wing to increase the pressure between the vehicle and the road surface. When the friction coefficient remains unchanged, the friction between the vehicle and the road surface is increased, thereby increasing the maximum centripetal force that can be provided, thereby avoiding the vehicle skidding. However, the centripetal force required for smooth cornering is different at different vehicle speeds. Therefore, it is necessary to determine the required centripetal force based on the current vehicle speed, and then determine the amount of friction that needs to be supplemented, and then determine the amount of pressure that needs to be supplemented, and then determine the requested expansion range of the three-stage tail wing. Among them, the larger the requested expansion range of the three-stage tail wing, the greater the downward compensation pressure that can be provided.

[0051] Step 104: Control the tail controller to deploy the target single-side wing panel according to the requested tail deployment range.

[0052] In specific implementation, after determining the target unilateral wing panel to be deployed and the requested tail wing deployment range of the target unilateral wing panel, the tail wing controller can be controlled to deploy the target unilateral wing panel according to the requested tail wing deployment range. After the target unilateral wing panel is deployed, a certain compensation pressure P will be applied downward. At this time, the friction force is equal to the centripetal force formula:

[0053]

[0054] Since the deployed target single-side wing will apply a certain compensation pressure P downward, the total pressure between the vehicle and the road when the vehicle is turning is the sum of the compensation pressure P and the vehicle's gravity mg, mg+P, so that the maximum centripetal force that can be provided to the vehicle is increased to μ(mg+P), allowing the vehicle to turn smoothly at the current speed. By increasing the downforce on the outer wheels when the vehicle is turning, the vehicle can be prevented from skidding due to excessive cornering speed.

[0055] In summary, the unilateral deployment method of the three-stage rear wing provided in the embodiment of the present application can determine the current vehicle speed after detecting the vehicle's turn signal. The target unilateral wing panel that needs to be deployed is determined in the three-stage rear wing according to the vehicle's turn signal; the rear wing controller is controlled to deploy the target unilateral wing panel according to the requested rear wing deployment amplitude; after determining the target unilateral wing panel that needs to be deployed, when the current vehicle speed is greater than or equal to a preset vehicle speed threshold, the requested rear wing deployment amplitude is determined according to the current vehicle speed; different deployment request rear wing deployment amplitudes are determined according to different vehicle speeds to meet the use in various vehicle speed scenarios, realize the intelligent deployment of the three-stage rear wing, and improve adaptability. By deploying the target unilateral wing panel, the downforce of the outer wheel can be increased when the vehicle turns, preventing the vehicle from skidding due to excessive speed when entering the corner, and ensuring cornering safety.

[0056] In some embodiments, as Figure 2As shown, the requested tail wing expansion range is determined according to the current vehicle speed, including:

[0057] Step 201: Determine a target sideslip hazard level according to the current vehicle speed.

[0058] In some embodiments, step 201 includes:

[0059] Step 2021: Determine the speed range corresponding to each sideslip hazard level.

[0060] In specific implementation, taking a speed threshold of 30 km / h as an example, the speed range below 30 km / h is determined to be a safe range, with a corresponding sideslip risk level of 0, and no deployment of the three-stage tail wing is required. The speed range [30, 40], where the speed is greater than or equal to 30 km / h and less than 40 km / h, is determined to be a slight sideslip risk range, with a corresponding sideslip risk level of 1. Only 25% of the target single-side wing of the three-stage tail wing needs to be deployed to achieve sufficient compensation pressure. The speed range [40, 50], where the speed is greater than or equal to 40 km / h and less than 50 km / h, is determined to be a slight sideslip risk range, with a corresponding sideslip risk level of 2. Only 50% of the target single-side wing of the three-stage tail wing needs to be deployed to achieve sufficient compensation pressure. The speed range [50,60) between 50 km / h and 60 km / h is defined as a moderate sideslip risk range, corresponding to a sideslip risk level of 3. Deployment of 75% of the target wing panel on the three-stage tail wing is required to achieve sufficient compensation pressure. The speed range between 60 km / h and 60 km / h is defined as a severe sideslip risk range, corresponding to a sideslip risk level of 4. Deployment of 100% of the target wing panel on the three-stage tail wing is required to achieve sufficient compensation pressure.

[0061] Step 2022: Determine a target speed interval from a plurality of speed intervals according to the current vehicle speed.

[0062] In specific implementation, if the current vehicle speed is 20km / h, there is no need to control the automatic deployment of the three-stage rear wing. When the current vehicle speed is 35km / h, the target speed range corresponding to the current vehicle speed among the multiple speed ranges is [30, 40). When the current vehicle speed is 45km / h, the target speed range corresponding to the current vehicle speed among the multiple speed ranges is [40, 50). When the current vehicle speed is 55km / h, the target speed range corresponding to the current vehicle speed among the multiple speed ranges is [50, 60). When the current vehicle speed is 65km / h, the target speed range corresponding to the current vehicle speed among the multiple speed ranges is [60, ∞).

[0063] Step 2023: Determine the sideslip hazard level corresponding to the target speed range as the target sideslip hazard level.

[0064] In a specific implementation, if the target speed interval corresponding to the current vehicle speed among multiple speed intervals is [30, 40), the target sideslip hazard level corresponding to the target speed interval is level 1. If the target speed interval corresponding to the current vehicle speed among multiple speed intervals is [40, 50), the target sideslip hazard level corresponding to the target speed interval is level 2. If the target speed interval corresponding to the current vehicle speed among multiple speed intervals is [50, 60), the target sideslip hazard level corresponding to the target speed interval is level 3. If the target speed interval corresponding to the current vehicle speed among multiple speed intervals is [60, ∞), the target sideslip hazard level corresponding to the target speed interval is level 4.

[0065] Step 202: Determine the requested tail deployment range according to the target sideslip hazard level and a preset level-range deployment relationship.

[0066] In a specific implementation, the preset level-width deployment relationship is as follows: when the sideslip danger level is Level 1, the deployment width is 25% of the length of a single wing panel. When the sideslip danger level is Level 2, the deployment width is 50% of the length of a single wing panel. When the sideslip danger level is Level 3, the deployment width is 75% of the length of a single wing panel. When the sideslip danger level is Level 4, the deployment width is 100% of the length of a single wing panel. In other words, when the target sideslip danger level is Level 1, the requested tail wing deployment width determined according to the preset level-width deployment relationship is 25% of the length of a single wing panel. When the target sideslip danger level is Level 2, the requested tail wing deployment width determined according to the preset level-width deployment relationship is 50% of the length of a single wing panel. When the target sideslip danger level is Level 3, the requested tail wing deployment width determined according to the preset level-width deployment relationship is 75% of the length of a single wing panel. When the target sideslip danger level is Level 4, the requested tail wing deployment width determined according to the preset level-width deployment relationship is 100% of the length of a single wing panel.

[0067] In some embodiments, as Figure 3 As shown, the target single-side wing panel that needs to be deployed is determined in the three-section tail wing according to the vehicle turning signal, including:

[0068] Step 301: Determine the turning direction of the vehicle according to the vehicle turning signal.

[0069] During specific implementation, the vehicle steering signal includes the current steering wheel angle detected by the steering wheel angle sensor, wherein the steering wheel angle when the steering wheel is not turned is 0°. When the steering wheel turns left, the angle is negative, and when the steering wheel turns right, the angle is positive. Therefore, the turning direction can be determined based on the current steering wheel angle. However, in order to avoid the impact of slight steering wheel rotation on the turning scene, a certain margin angle needs to be set. For example, 60° is used as the margin angle. Only when the absolute value of the current steering wheel angle is greater than 60°, it is determined that the vehicle is turning. Therefore, when the current steering wheel angle is a value greater than positive 60°, such as +90°, the turning direction is determined to be right turn; when the current steering wheel angle is a value less than -60°, such as -90°, the turning direction is determined to be left turn.

[0070] Step 302: Determine a target single-side wing panel to be deployed in the three-section tail wing according to the turning direction.

[0071] In a specific implementation, the three-section tail wing includes a middle wing panel and two unilateral wing panels located on both sides of the middle wing panel; then step 302 includes:

[0072] Step 3021: In response to the turning direction being a left turn, a single-side wing panel located on the right side of the middle wing panel in the three-section tail wing is determined as a target single-side wing panel.

[0073] In specific implementation, if the turning direction is left, the left side of the vehicle is the inner side of the turn, and the right side of the vehicle is the outer side of the turn, so the single-sided wing panel located on the right side of the middle wing panel in the three-section tail wing is determined as the target single-sided wing panel.

[0074] Step 3022: In response to the turning direction being right, a single-side wing panel located on the left side of the middle wing panel in the three-section tail wing is determined as a target single-side wing panel.

[0075] In specific implementation, if the turning direction is right, the right side of the vehicle is the inner side when turning, and the left side of the vehicle is the outer side when turning, so the single-sided wing panel located on the left side of the middle wing panel in the three-section tail wing is determined as the target single-sided wing panel.

[0076] In some embodiments, as Figure 4 As shown, controlling the tail controller to deploy the target single-side wing panel according to the requested tail deployment range includes:

[0077] Step 401: Determine a requested deployment distance according to a requested tail deployment amplitude and a preset maximum deployment distance.

[0078] In specific implementation, taking the preset maximum deployment distance of 40 cm as an example, if the tail wing deployment amplitude is requested to be 25%, the requested deployment distance is 10 cm; if the tail wing deployment amplitude is requested to be 50%, the requested deployment distance is 20 cm; if the tail wing deployment amplitude is requested to be 75%, the requested deployment distance is 30 cm; if the tail wing deployment amplitude is requested to be 100%, the requested deployment distance is 40 cm.

[0079] Step 402: constructing a tail deployment instruction according to the requested deployment distance and the target single-sided wing panel, and sending the tail deployment instruction to the tail controller, so that the tail controller controls the target single-sided wing panel to deploy according to the requested deployment distance according to the tail deployment instruction.

[0080] In specific implementations, the tail wing deployment command involves deploying the target wing panel at the requested deployment distance. For example, at a current vehicle speed of 68 km / h and turning left, a tail wing deployment command is constructed based on the requested deployment distance and the target wing panel to deploy the right wing panel 40 cm. After the tail wing deployment command is sent to the tail wing controller, the tail wing controller controls the electric motor to deploy the right wing panel 40 cm at its base according to the tail wing deployment command.

[0081] In some embodiments, as Figure 5 As shown, the unilateral deployment method of the three-section tail wing also includes:

[0082] Step 501: Receive the current steering wheel angle sent by the steering wheel angle sensor.

[0083] In specific implementation, taking a 60° margin angle as an example, to avoid frequent deployment and retraction of the three-stage rear spoiler, a preset angle threshold of 30° can be set. The angle range of (30°, 60°) is a hysteresis interval. That is, automatic deployment control of the three-stage rear spoiler can only be performed when the steering wheel angle is greater than or equal to 60°. Automatic retraction control of the three-stage rear spoiler can only be performed when the steering wheel angle is less than or equal to 30°. Therefore, after the three-stage rear spoiler is deployed, the current steering wheel angle sent by the real-time steering wheel angle sensor is required to determine whether the three-stage rear spoiler needs to be retracted.

[0084] Step 502: In response to the absolute value of the current steering wheel angle being less than or equal to a preset angle threshold, controlling the tail controller to retract the target single-side wing.

[0085] In real time, taking the preset angle threshold of 30° as an example, if the absolute value of the current steering wheel angle is less than or equal to the preset angle threshold, it means that the turn has ended and there is no risk of sideslip. The tail wing controller is controlled to retract the target single-side wing to achieve smooth turning.

[0086] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario and performed by multiple devices working together. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the method.

[0087] It should be noted that the above description is limited to some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0088] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a unilateral deployment device for a three-section tail wing.

[0089] refer to Figure 6 The unilateral deployment device of the three-section tail wing comprises:

[0090] The turn detection module 10 is configured to: determine a current vehicle speed in response to detecting a vehicle turn signal;

[0091] The target determination module 20 is configured to: determine a target single-side wing panel to be deployed in the three-section tail wing according to a vehicle turning signal;

[0092] The amplitude calculation module 30 is configured to: in response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determine the requested tail wing deployment amplitude according to the current vehicle speed;

[0093] The wing panel deployment module 40 is configured to control the tail controller to deploy the target single-side wing panel according to the requested tail wing deployment range.

[0094] For the convenience of description, the above devices are described as being divided into various modules according to their functions. Of course, when implementing this application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0095] The device of the above embodiment is used to implement the corresponding unilateral deployment method of the three-section tail wing in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0096] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein when the processor executes the program, the method for unilateral deployment of the three-section tail wing described in any of the above embodiments is implemented.

[0097] Figure 7 10 is a schematic diagram showing a more specific hardware structure of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are communicatively connected to each other within the device via the bus 1050.

[0098] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0099] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0100] The input / output interface 1030 is used to connect input / output modules to implement information input and output. The input / output modules can be configured as components within the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and output devices may include a display, speaker, vibrator, indicator light, etc.

[0101] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via a wired method (such as USB, network cable, etc.) or a wireless method (such as mobile network, WiFi, Bluetooth, etc.).

[0102] The bus 1050 comprises a path for transmitting information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0103] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figure.

[0104] The electronic device of the above embodiment is used to implement the corresponding unilateral deployment method of the three-section tail wing in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0105] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the unilateral deployment method of the three-section tail wing as described in any of the above embodiments.

[0106] The computer-readable media of this embodiment include permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0107] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the unilateral deployment method of the three-section tail wing as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0108] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the unilateral deployment device or electronic device of the three-section tail wing in the above-mentioned embodiment, and the unilateral deployment method of the three-section tail wing as described in any of the above embodiments is executed through the unilateral deployment device or electronic device of the three-section tail wing, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0109] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0110] For example, in response to a user's active request, a prompt message is sent to the user to clearly inform the user that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose whether to provide personal information to the electronic device, application, server, storage medium, or other software or hardware that performs the operation of the disclosed technical solution based on the prompt message.

[0111] As an optional but non-limiting implementation, in response to a user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. Furthermore, the pop-up window may also contain a selection control for the user to select "agree" or "disagree" to provide personal information to the electronic device.

[0112] It is understandable that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0113] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application (including the claims) is limited to these examples. Within the scope of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0114] In addition, for simplicity of description and discussion, and in order not to make the embodiment of the application difficult to understand, the known power supply / ground connection with integrated circuit (IC) chip and other components may or may not be shown in the accompanying drawings provided. In addition, the device can be shown in the form of a block diagram to avoid making the embodiment of the application difficult to understand, and this also takes into account the following fact, that is, the details of the embodiment of these block diagram devices are highly dependent on the platform to be implemented in the embodiment of the application (that is, these details should be fully within the scope of understanding of those skilled in the art). When specific details (for example, circuit) are set forth to describe exemplary embodiments of the application, it will be apparent to those skilled in the art that the embodiment of the application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0115] Although the present invention has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may utilize the embodiments discussed.

[0116] The embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of this application.

Claims

1. A method for unilateral deployment of a three-section tail wing, characterized in that: The three-section tail wing includes a middle wing panel and two single-side wing panels respectively located on both sides of the middle wing panel; The unilateral deployment method of the three-section tail wing includes: In response to detecting a vehicle turn signal, determining a current vehicle speed; determining a target single-side wing panel to be deployed in the three-section tail wing according to the vehicle turning signal; In response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determining a requested tail wing deployment amplitude according to the current vehicle speed; The tail controller is controlled to unfold the target single-side wing panel according to the requested tail wing unfolding range.

2. The method for unilateral deployment of a three-section tail wing according to claim 1, characterized in that: The step of determining the requested tail wing deployment range according to the current vehicle speed includes: determining a target sideslip hazard level according to the current vehicle speed; The requested tail wing deployment range is determined according to the target sideslip hazard level and a preset level-range deployment relationship.

3. The method for unilateral deployment of a three-section tail wing according to claim 2, characterized in that: Determining the target sideslip hazard level according to the current vehicle speed includes: Determine the speed range corresponding to each sideslip hazard level; determining a target speed interval among a plurality of speed intervals according to the current vehicle speed; The sideslip hazard level corresponding to the target speed range is determined as the target sideslip hazard level.

4. The method for unilateral deployment of a three-section tail wing according to claim 1, characterized in that: The step of determining a target single-side wing panel to be deployed in the three-section tail wing according to the vehicle turning signal includes: determining a turning direction of the vehicle according to the vehicle turning signal; A target single-side wing panel that needs to be deployed is determined in the three-section tail wing according to the turning direction.

5. The method for unilateral deployment of a three-section tail wing according to claim 4, characterized in that: Determining a target single-side wing panel to be deployed in the three-section tail wing according to the turning direction includes: In response to the turning direction being a left turn, determining a single-side wing panel located to the right of the middle wing panel in the three-section tail wing as the target single-side wing panel; In response to the turning direction being a right turn, a single-sided wing panel located on the left side of the middle wing panel in the three-section tail wing is determined as the target single-sided wing panel.

6. The method for unilateral deployment of a three-section tail wing according to claim 1, characterized in that: The step of controlling the tail controller to deploy the target single-side wing panel according to the requested tail deployment range includes: Determining a requested deployment distance according to the requested tail deployment amplitude and a preset maximum deployment distance; A tail deployment instruction is constructed according to the requested deployment distance and the target single-sided wing panel, and the tail deployment instruction is sent to the tail controller, so that the tail controller controls the target single-sided wing panel to deploy according to the requested deployment distance according to the tail deployment instruction.

7. The method for unilateral deployment of a three-section tail wing according to claim 1, characterized in that: Also includes: Receive the current steering wheel angle sent by the steering wheel angle sensor; In response to the absolute value of the current steering wheel angle being less than or equal to a preset angle threshold, the tail controller is controlled to retract the target single-side wing.

8. A unilateral deployment device for a three-section tail wing, characterized in that: include: a turn detection module configured to: determine a current vehicle speed in response to detecting a vehicle turn signal; A target determination module is configured to: determine a target single-side wing panel that needs to be deployed in the three-section tail wing according to the vehicle turning signal; an amplitude calculation module, configured to: in response to the current vehicle speed being greater than or equal to a preset vehicle speed threshold, determine a requested tail wing deployment amplitude according to the current vehicle speed; The wing panel deployment module is configured to control the tail controller to deploy the target single-side wing panel according to the requested tail wing deployment range.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the method according to any one of claims 1 to 7 is implemented.

10. A vehicle, characterized in that: The device comprises the unilateral deployment device of the three-section tail wing as claimed in claim 8, or the electronic device as claimed in claim 9.

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