Vehicle control method, vehicle control system, and vehicle

Abstract

This application relates to a vehicle control method, a vehicle control system, and a vehicle. The method includes: acquiring the distance from the vehicle to a target curve, the current radius of the target curve, and the vehicle's current speed; the target curve is the curve closest to the vehicle in the current direction of travel. If, based on the distance, current speed, and current radius, the vehicle meets preset air kit activation conditions, then, based on the current speed and current radius, the actuator is controlled to activate the vehicle's air kit. The air kit activation conditions include: the distance is within a preset distance range, the current speed is greater than or equal to a preset speed threshold, and the current radius is less than or equal to a preset radius threshold. This method can promptly increase downforce on the vehicle, thereby improving the vehicle's cornering stability and solving the problem of poor vehicle control performance caused by the lag in air kit activation in existing technologies.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method, a vehicle control system, and a vehicle. Background Technology

[0002] With the development of vehicle control technology, it is now possible to improve fixed components in vehicles to design active aerodynamic kits. Active aerodynamic kits can dynamically control movable components based on the vehicle's real-time driving status, operating conditions, and changes in the external environment.

[0003] However, the current control methods for active aerodynamic kits are not very effective. Summary of the Invention

[0004] Therefore, it is necessary to provide a vehicle control method, a vehicle control system, and a vehicle that can improve the control effect of active aerodynamic kits in response to the above-mentioned technical problems.

[0005] In a first aspect, this application provides a vehicle control method, including:

[0006] The distance from the vehicle to the target curve, the current radius of the target curve, and the current speed of the vehicle are obtained; the target curve is the curve closest to the vehicle in the current direction of travel.

[0007] If the vehicle meets the preset air kit activation conditions based on the distance, the current driving speed, and the current radius, the actuator is controlled to activate the vehicle's air kit based on the current driving speed and the current radius. The air kit activation conditions include: the distance is within a preset distance range, the current driving speed is greater than or equal to a preset speed threshold, and the current radius is less than or equal to a preset radius threshold.

[0008] In one embodiment, controlling the actuator to activate the vehicle's aerodynamic kit based on the current driving speed and the current radius includes:

[0009] Control the actuator to open the front spoiler and rear diffuser in the air kit;

[0010] The current speed state of the vehicle is determined based on the current driving speed and the driving speed at the previous moment;

[0011] If the current speed state is a vehicle speed increase state, then based on the current driving speed and the current radius, the actuator is controlled to adjust the angle of the rear wing in the aerodynamic kit according to the first angle adjustment strategy;

[0012] If the current speed state is a vehicle speed decrease state, then based on the current driving speed and the current radius, the actuator is controlled to adjust the angle of the rear wing in the aerodynamic kit according to the second angle adjustment strategy;

[0013] If the current speed state is a stable vehicle speed state, then control the actuator to maintain the open / closed state of the air kit.

[0014] In one embodiment, based on the current driving speed and the current radius, controlling the actuator to adjust the angle of the tail wing in the aerodynamic kit according to a first angle adjustment strategy includes:

[0015] If the current driving speed is within the first speed range and the current radius is within the first radius range, then control the actuator to adjust the angle of the tail wing to the first angle;

[0016] If the current driving speed is within the second speed range and the current radius is within the second radius range, then control the actuator to adjust the angle of the tail wing to the second angle; the first angle is smaller than the second angle.

[0017] In one embodiment, based on the current driving speed and the current radius, controlling the actuator to adjust the angle of the tail wing in the aerodynamic kit according to a second angle adjustment strategy includes:

[0018] If the current driving speed is within the third speed range and the current radius is within the third radius range, then control the actuator to adjust the angle of the tail wing in the aerodynamic kit to the second angle;

[0019] If the current driving speed is within the fourth speed range and the current radius is within the fourth radius range, then control the actuator to adjust the angle of the tail wing to the first angle.

[0020] In one embodiment, the method further includes:

[0021] If the vehicle is detected to be in a corner, the actuator is controlled to shut down the air kit.

[0022] In one embodiment, the method further includes:

[0023] If the vehicle is detected to be cornering, the actuator is controlled to adjust the angle of the rear wing in the aerodynamic kit to a third angle.

[0024] In one embodiment, the method further includes:

[0025] If the vehicle does not meet the conditions for opening the air system, determine the current state of the air system.

[0026] If the current state is determined to be the on state, then control the actuator to turn off the air assembly;

[0027] If the current state is determined to be the off state, then the actuator is controlled to maintain the off state of the air kit.

[0028] Secondly, this application also provides a vehicle control system, which includes an intelligent driving perception system, a driving information collector, a controller, and an actuator; the intelligent driving perception system, the driving information collector, and the actuator are all connected to the controller;

[0029] The intelligent driving perception system is used to feed back to the controller the distance from the vehicle to the target curve and the current radius of the target curve; the target curve is the curve closest to the vehicle in the current driving direction;

[0030] The driving information collector is used to send the vehicle's current driving speed to the controller;

[0031] The controller is configured to, when determining that the vehicle meets preset air kit activation conditions based on the distance, the current driving speed, and the current radius, control the actuator to activate the vehicle's air kit based on the current driving speed and the current radius; the air kit activation conditions include: the distance is within a preset distance range, the current driving speed is greater than or equal to a preset speed threshold, and the current radius is less than or equal to a preset radius threshold.

[0032] Thirdly, this application also provides a vehicle, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the vehicle control method described in the first aspect.

[0033] The aforementioned vehicle control method allows the vehicle to determine whether it meets the conditions for activating the air suite before entering the target curve by sensing the distance to the target curve, the current radius of the target curve, and the vehicle's current speed. When the conditions are met, the system immediately controls the actuator to activate the air suite, taking into account the vehicle's current speed and the current radius of the target curve. This allows the air suite to be activated in advance before reaching the target curve, ensuring that downforce is increased in time during cornering, thereby improving the vehicle's cornering stability and solving the problem of poor vehicle control due to delayed activation of the air suite in existing technologies. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a diagram illustrating the application environment of a vehicle control method in one embodiment.

[0036] Figure 2 This is a flowchart illustrating a vehicle control method in one embodiment;

[0037] Figure 3 This is a flowchart illustrating the starting step in one embodiment;

[0038] Figure 4 This is a flowchart illustrating the steps for adjusting the tail fin angle in one embodiment;

[0039] Figure 5 This is a flowchart illustrating the steps for adjusting the tail fin angle in another embodiment;

[0040] Figure 6 This is a schematic diagram of the tail fin's shift position in one embodiment;

[0041] Figure 7 This is a flowchart illustrating the vehicle control method in another embodiment;

[0042] Figure 8 This is a flowchart illustrating the vehicle control method in one optional embodiment;

[0043] Figure 9 This is a structural block diagram of a vehicle control device in one embodiment;

[0044] Figure 10 This is a diagram of the internal structure of the controller in one embodiment. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0046] It should be noted that the terms "first," "second," etc., used in this application can be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the embodiments, or any combination of multiple embodiments.

[0047] Traditional automotive aerodynamic kits are fixed during vehicle design and manufacturing, such as common fixed rear wings, fixed air dams, and fixed diffusers. While these fixed kits improve a vehicle's aerodynamic performance to some extent—for example, a fixed rear wing can generate downforce at high speeds, enhancing grip—their limitations are also significant. Fixed kits cannot adapt to changes in the vehicle's real-time driving conditions, operating conditions, and external environment. For instance, at low speeds, a fixed rear wing increases wind resistance, leading to higher energy consumption and impacting fuel economy or the driving range of electric vehicles.

[0048] With the development of vehicle control technology, it is now possible to improve fixed components in vehicles to design active aerodynamic kits. Active aerodynamic kits can dynamically control movable components based on the vehicle's real-time driving status, operating conditions, and changes in the external environment.

[0049] Current control methods for active aerodynamic kits prioritize fuel economy, only activating them during high-speed cornering. However, the activation of active aerodynamic kits takes time. Therefore, the aforementioned control method results in the kits not activating in time during cornering, leading to insufficient downforce and reduced cornering stability. Consequently, current active aerodynamic kit control methods suffer from inadequate control effectiveness.

[0050] In view of this, embodiments of this application propose a vehicle control method, a vehicle control system, and a vehicle, which ensures that when the vehicle is cornering, the active aerodynamic kit can be activated in advance to increase downforce on the vehicle in a timely manner, thereby improving the vehicle's cornering stability.

[0051] It should be noted that the beneficial effects or technical problems solved by the embodiments of this application are not limited to this one, but may also be other implicit or related problems. For details, please refer to the description of the embodiments below.

[0052] The vehicle control method provided in this application embodiment can be applied to, for example, Figure 1 The vehicle control system shown includes an intelligent driving perception system 11, a driving information collector 12, a controller 13, and an actuator 14. The intelligent driving perception system 11, the driving information collector 12, and the actuator 14 are all connected to the controller 13 via signals.

[0053] The intelligent driving perception system 11 is used to feed back the distance of the vehicle to the target curve and the curve information of the target curve to the controller 13. The distance of the vehicle to the target curve includes the distance between the current position of the vehicle and the starting point of the target curve in the driving direction. The target curve is the curve that is closest to the vehicle in the driving direction.

[0054] For example, the intelligent driving perception system 11 may include, but is not limited to, a front-facing camera and / or LiDAR. Both the front-facing camera and / or LiDAR are used to scan the road ahead in the driving direction in real time and identify the curve information of a target curve in the road ahead. For example, the curve information may include, but is not limited to, the position of the starting point of the target curve, its current radius, and its length. Furthermore, the front-facing camera and / or LiDAR are also used to acquire the position information of the starting point of the target curve and the vehicle's position information, and to calculate the distance between the starting point of the target curve and the vehicle.

[0055] The driving information collector 12 is used to collect the current driving information of the vehicle and send the collected current driving information to the controller 13. In one feasible embodiment, the driving information collector 12 may include various types of vehicle status sensors, such as vehicle speed sensors, acceleration sensors, steering wheel angle sensors, etc. The vehicle speed sensor is used to collect the current driving speed of the vehicle, the acceleration sensor is used to collect the longitudinal acceleration and lateral acceleration of the vehicle. The longitudinal acceleration refers to the acceleration of the vehicle along the direction of motion (i.e., the velocity direction), and the lateral acceleration refers to the acceleration generated by the vehicle perpendicular to the direction of motion (such as the side when turning). The steering wheel angle sensor is used to collect the steering wheel angle of the vehicle to monitor the driver's steering intention.

[0056] The controller 13 determines whether the vehicle meets preset air suite activation conditions based on the distance from the vehicle to the target curve provided by the intelligent driving perception system 11, the current radius of the target curve, and the current driving speed of the vehicle provided by the driving information collector 12. When the vehicle meets the air suite activation conditions, the controller 13 controls the actuator 14 to activate the vehicle's air suite based on the current driving speed of the vehicle provided by the driving information collector 12 and the current radius of the target curve provided by the intelligent driving perception system 11. The air suite activation conditions include: the distance is within a preset distance range, the current driving speed is greater than or equal to a preset speed threshold, and the current radius is less than or equal to a preset radius threshold.

[0057] In one feasible implementation, the controller 13 generates control commands for the air suspension system based on the vehicle's current driving information and the curve information of the target curve, and outputs these control commands to the actuator 14. The actuator 14 then executes the control commands to activate the vehicle's air suspension system.

[0058] For example, the controller 13 includes a high-performance microprocessor used to implement the aforementioned rapid processing and decision-making. The controller 13 pre-stores at least one mapping relationship; for example, the mapping relationship may include, but is not limited to, a mapping table of relationships between vehicle speed, radius, and rear spoiler gear position. The controller 13 also includes a communication interface that supports data interaction with the intelligent driving perception system 11, the driving information collector 12, the vehicle CAN (Controller Area Network) bus, and the actuator 14.

[0059] Optionally, actuator 14 may include components such as cylinders, electric push rods, motors, electric gyroscopes, and rotary electric actuators. For example, the air kit may include, but is not limited to, a front spoiler (i.e., a front air dam), a rear diffuser, and a rear wing. The front spoiler is used to adjust the airflow at the front of the vehicle (i.e., the front section), and controller 13 is used to control actuator 14 to deploy (i.e., open / close) or retract (i.e., close) the front spoiler. Actuator 14 here may include components such as cylinders, electric push rods, and motors. The rear diffuser is used to adjust the airflow at the rear of the vehicle (i.e., the rear section), and controller 13 is used to control actuator 14 to deploy (i.e., open / close) or retract (i.e., close) the rear diffuser to adjust the diffusion angle of the rear diffuser, thereby optimizing the airflow at the rear of the vehicle. Actuator 14 here may include components such as cylinders, electric push rods, and motors. The tail wing is used to provide downforce for the vehicle. The controller 13 is used to control the actuator 14 to adjust the tail wing to different angles to provide different amounts of downforce at different angles. The actuator 14 here may include components such as an electric gyroscope or a rotary electric actuator.

[0060] Those skilled in the art will understand that Figure 1 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the controller to which the present application is applied. A specific controller may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0061] In some exemplary embodiments, such as Figure 2 As shown, a vehicle control method is provided, which is applied to... Figure 1 Taking the controller in the example, the following steps may be included:

[0062] S201, obtain the distance of the vehicle to the target curve, the current radius of the target curve, and the current speed of the vehicle.

[0063] Here, distance refers to the distance between the vehicle and the starting point of the target curve. The target curve is the curve that is closest to the vehicle in its current direction of travel. The vehicle's current speed is its speed at the current moment. The vehicle can include, but is not limited to, electric vehicles.

[0064] The current radius of the target curve is the current radius of the target curve detected by the intelligent driving perception system at the current moment. The current radius of the target curve changes with the vehicle's position. This current radius refers to the current radius of the curve detected by the intelligent driving perception system on the vehicle at the current moment based on the detected curvature of the curve. Since the curvature of the curve detected by the intelligent driving perception system changes with the vehicle's position, the current radius of the curve detected by the intelligent driving perception system changes at different times. As the vehicle gets closer to the curve, the curvature of the curve detected by the intelligent driving perception system will become smaller and smaller, and the current radius collected by the intelligent driving perception system will become smaller and smaller.

[0065] In this embodiment, the vehicle is equipped with an intelligent driving perception system. The vehicle can use this system to scan the road ahead in real time along its current driving direction to identify the nearest target curve. It also collects the current radius and starting point of the target curve in real time. The intelligent driving perception system can then further determine the distance between the starting point of the target curve and the vehicle's current position. The intelligent driving perception system can send the distance from the vehicle to the target curve and the current radius of the target curve to the controller, or the controller can obtain the distance from the vehicle to the target curve and the current radius of the target curve from the intelligent driving perception system.

[0066] S202, if it is determined that the vehicle meets the preset conditions for opening the air kit based on the distance, current driving speed and current radius, the actuator is controlled to open the vehicle's air kit based on the current driving speed and current radius.

[0067] The air kit activation condition is a set of conditions that ensure the air kit activates in a timely manner. The air kit activation conditions include: the distance is within a preset distance range, the current driving speed is greater than or equal to a preset speed threshold, and the current radius is less than or equal to a preset radius threshold.

[0068] The preset distance range represents the distance range within which the vehicle is relatively close to the starting point of the target curve, and the preset radius threshold represents the radius of the target curve when the vehicle is preparing to take the curve. Both the preset distance range and the preset speed threshold can be determined in advance based on the perception performance of the intelligent driving perception system on the vehicle. It should be noted that the perception performance of the intelligent driving perception system varies from vehicle to vehicle, resulting in different preset distance ranges and preset speed thresholds. Therefore, the preset distance range and preset speed thresholds can be dynamically adjusted according to changes in the performance of the specific intelligent driving perception system.

[0069] The preset rate threshold indicates the vehicle speed at which the air conditioning system needs to be activated. This preset rate threshold can be determined in advance based on the sensor performance of the vehicle's driving information acquisition unit. It should be noted that the sensor performance of driving information acquisition units varies between different vehicles, resulting in different preset rate thresholds. Therefore, the preset rate threshold can be dynamically adjusted according to changes in the performance of the specific driving information acquisition unit.

[0070] The aerodynamic kit includes a front spoiler (i.e., front air dam), a rear diffuser, a tail wing, etc., and the actuators include any of the following components: cylinder, electric push rod, motor, electric gyroscope, rotary electric actuator, etc.

[0071] In this embodiment, after the controller obtains the distance information from the vehicle to the target curve, the current radius of the target curve, and the current driving speed of the vehicle based on the aforementioned steps, it can further determine whether the distance, current driving speed, and current radius meet the preset air kit activation conditions. For example, if the distance is within a preset distance range, the current driving speed is greater than or equal to a preset speed threshold, and the current radius is less than or equal to a preset radius threshold, then the vehicle meets the air kit activation conditions.

[0072] In this scenario, the vehicle's intelligent driving perception system can collect the current radius of the target curve in real time, and the vehicle's driving information collector can collect the vehicle's current speed in real time. Correspondingly, the controller can obtain the current radius of the target curve from the intelligent driving perception system and the vehicle's current speed from the driving information collector. Therefore, the controller can control the actuators to activate the front spoiler and rear diffuser, and determine the opening angle of the rear wing based on the vehicle's current speed and the current radius of the target curve, and control the actuators to adjust the opening angle of the rear wing.

[0073] The aforementioned vehicle control method allows the vehicle to determine whether it meets the conditions for activating the air suite before entering the target curve by sensing the distance to the target curve, the current radius of the target curve, and the vehicle's current speed. When the conditions are met, the system immediately controls the actuator to activate the air suite, taking into account the vehicle's current speed and the current radius of the target curve. This allows the air suite to be activated in advance before reaching the target curve, ensuring that downforce is increased in time during cornering and improving the vehicle's cornering stability. This solves the problem of poor vehicle control caused by the delayed activation of the air suite in existing technologies.

[0074] In one embodiment, such as Figure 3 As shown, a method for controlling the actuator to activate the air kit is provided, namely, "controlling the actuator to activate the vehicle's air kit according to the current driving speed and current radius" in S202 above, including:

[0075] S301, the control actuator opens the front spoiler and rear diffuser in the air kit.

[0076] In this embodiment of the application, when it is determined that the vehicle meets the conditions for opening the air kit, an opening command can be sent to the actuator immediately, so that the actuator executes the opening command to open the front spoiler and rear diffuser in the air kit.

[0077] S302, determine the current speed state of the vehicle based on the current driving speed and the driving speed at the previous moment; if the current speed state is a speed increase state, then execute S303; if the current speed state is a speed decrease state, then execute S304; if the current speed state is a speed stabilization state, then execute S305.

[0078] The current driving speed refers to the driving speed at the current moment; the driving speed at the previous moment refers to the driving speed at the moment before the current moment. The unit of measurement for both the current and previous moments is seconds. The current speed state can include, but is not limited to, a speed increase state, a speed decrease state, and a stable speed state.

[0079] In this embodiment, the driving information collector can send driving speeds at multiple times to the controller in real time or periodically, so that the controller can receive driving speeds at multiple times in real time or periodically. The driving speeds at multiple times can include, but are not limited to, the driving speed at the current time (i.e., the current driving speed) and the driving speed at the time preceding the current time. Furthermore, the controller can compare the current driving speed with the driving speed at the time preceding the current time to determine the vehicle's current speed state.

[0080] For example, if the current driving speed is greater than the driving speed at the previous moment, the controller can determine that the vehicle's current speed state is an increasing speed state. If the current driving speed is less than the driving speed at the previous moment, the controller can determine that the vehicle's current speed state is a decreasing speed state. If the current driving speed is equal to the driving speed at the previous moment, the controller can determine that the vehicle's current speed state is a stable speed state.

[0081] S303, based on the current driving speed and current radius, controls the actuator to adjust the angle of the tail wing in the aerodynamic kit according to the first angle adjustment strategy.

[0082] The first angle adjustment strategy is used to adjust the rear wing angle when the vehicle speed is increasing. The first angle adjustment strategy includes the correspondence between different vehicle speeds, different current curve radii, and different rear wing angles.

[0083] This application embodiment relates to a method for adjusting the rear wing when the vehicle is in a state of increasing speed. Specifically, the controller can first obtain the first angle adjustment strategy corresponding to the increasing speed state based on the correspondence between the vehicle speed state and the angle adjustment strategy. Then, based on the current driving speed of the vehicle and the current radius of the target curve, the controller determines the target rear wing angle when the vehicle speed is increasing, combined with the first angle strategy. Then, based on the target rear wing angle when the vehicle speed is increasing, the controller generates a target adjustment command when the vehicle speed is increasing. Based on the target adjustment command when the vehicle speed is increasing, the controller controls the actuator to adjust the angle of the rear wing in the air kit to the corresponding target rear wing angle.

[0084] S304, based on the current driving speed and current radius, controls the actuator to adjust the angle of the tail wing in the aerodynamic kit according to the second angle adjustment strategy.

[0085] The second angle adjustment strategy is used to adjust the rear wing angle when the vehicle speed is decreasing. The second angle adjustment strategy includes the correspondence between different vehicle speeds, different current curve radii, and different rear wing angles.

[0086] This application embodiment relates to a method for adjusting the rear wing when the vehicle speed is determined to be decreasing. Specifically, the controller can first obtain the second angle adjustment strategy corresponding to the vehicle speed increasing state based on the correspondence between the vehicle speed state and the angle adjustment strategy. Then, based on the vehicle's current driving speed and the current radius of the target curve, the controller determines the target rear wing angle when the vehicle speed is decreasing, combined with the second angle strategy. Then, based on the target rear wing angle when the vehicle speed is decreasing, the controller generates a target adjustment command for the vehicle speed decreasing state. Based on the target adjustment command when the vehicle speed is decreasing, the controller controls the actuator to adjust the angle of the rear wing in the air kit to the corresponding target rear wing angle.

[0087] S305 controls the actuator to maintain the open / closed state of the air kit.

[0088] The open / closed state includes either the open state or the closed state.

[0089] This application embodiment relates to a method for adjusting the rear wing when the vehicle speed is determined to be stable. Specifically, the controller can control the actuator to keep the open or closed state of the air kit unchanged, so that the open or closed state of the air kit can be kept stable when the vehicle speed is stable.

[0090] The method described in the above embodiments controls the angle of the rear wing in the aerodynamic kit by distinguishing different speed states of the vehicle. Compared with the control method under a single speed, this method can improve the accuracy of the rear wing angle control.

[0091] In one exemplary embodiment, a method is provided for adjusting the tail wing angle according to a first angle adjustment strategy based on the current driving speed and current radius, such as... Figure 4 As shown, the "based on the current driving speed and current radius, the control actuator adjusts the angle of the tail wing in the aerodynamic kit according to the first angle adjustment strategy" in S303 above includes:

[0092] S401, determine the vehicle's current speed and the target curve's current radius; if the current speed is within the first speed range and the current radius is within the first radius range, then execute S402; if the current speed is within the second speed range and the current radius is within the second radius range, then execute S403.

[0093] S402, the control actuator adjusts the tail fin angle to the first angle.

[0094] S403, the control actuator adjusts the tail fin angle to the second angle.

[0095] The system uses two speed ranges: a first speed range to assess whether the vehicle is traveling at high speed, and a second speed range to assess whether the vehicle is traveling at extremely high speed. A first radius range assesses whether the distance between the vehicle's current position and the current center point of the target curve is relatively short. Here, the center point of the target curve refers to the center of the arc corresponding to the curve's radius detected by the intelligent driving perception system; the center point of the target curve changes with the radius. The second radius range assesses whether the distance between the vehicle's current position and the current center point of the target curve is even shorter.

[0096] For example, assuming the current driving speed is v and the current radius of the target curve is r, then, as shown in Table 1, Table 1 is a mapping relationship between the current driving speed, the current radius, and the angle of the tail wing. Table 1 includes the selectable values ​​for each range, threshold, and angle mentioned above. Among them, the first angle is smaller than the second angle.

[0097] Table 1. Mapping relationship between current speed, current radius, and tail fin angle

[0098]

[0099] In this embodiment of the application, when the controller obtains the current driving speed of the vehicle and the current radius of the target curve, it can compare the current driving speed of the vehicle with a first speed range and compare the current radius of the target curve with a first radius range.

[0100] If the current driving speed and current radius are both within the first speed range and the first radius range, it indicates that the vehicle is currently traveling at high speed and is about to enter a curve. Furthermore, the vehicle's current position is relatively close to the center point of the target curve. In this scenario, the controller can determine the corresponding first angle based on the current driving speed, current radius, and a first angle strategy. Then, it generates a first adjustment command based on this first angle and sends it to the actuator. The actuator executes the first adjustment command to adjust the rear wing angle to the first angle. At this point, the rear wing angle is smaller, resulting in less downforce. This allows the vehicle to generate downforce appropriate for the current driving speed and current radius while also maximizing fuel economy.

[0101] When the controller obtains the vehicle's current speed and the target curve's current radius, it can compare the vehicle's current speed with a second speed range and the target curve's current radius with a second radius range.

[0102] If the current driving speed and radius are both within the second speed range and the vehicle is about to enter a curve, it indicates that the vehicle is currently traveling at extremely high speed and is close to the center point of the target curve. In this scenario, the controller can determine the corresponding second angle based on the current driving speed and radius combined with the first angle strategy. Then, it generates a second adjustment command based on this second angle and sends it to the actuator. The actuator executes the second adjustment command to adjust the rear wing angle to the second angle. At this point, the rear wing angle is appropriate, generating moderate downforce, which can balance downforce and air resistance as much as possible.

[0103] In one exemplary embodiment, a method is provided for adjusting the tail wing angle according to a second angle adjustment strategy based on the current driving speed and current radius, such as... Figure 5 As shown, the phrase "based on the current driving speed and current radius, the control actuator adjusts the angle of the tail wing in the aerodynamic kit according to the second angle adjustment strategy" in S304 above includes:

[0104] S501, determine the vehicle's current speed and the target curve's current radius; if the current speed is within the third speed range and the current radius is within the third radius range, then execute S502; if the current speed is within the fourth speed range and the current radius is within the fourth radius range, then execute S503.

[0105] S502, the control actuator adjusts the angle of the tail wing in the aerodynamic kit to the second angle.

[0106] S503, the control actuator adjusts the tail fin angle to the first angle.

[0107] The third speed range is used to assess whether the vehicle's speed has decreased to an ultra-high speed state, and the fourth speed range is used to assess whether the vehicle's speed has decreased to a high speed state. The fourth radius range is used to assess whether the distance between the vehicle's current position and the current center point of the target curve is relatively close, and the third radius range is used to assess whether the distance between the vehicle's current position and the current center point of the target curve is even closer.

[0108] For example, assuming the current driving speed is v and the current radius of the target curve is r, the selectable values ​​for each range, threshold, and angle mentioned above can be found in Table 1.

[0109] In this embodiment of the application, when the controller obtains the current driving speed of the vehicle and the current radius of the target curve, it can compare the current driving speed of the vehicle with the third speed range and compare the current radius of the target curve with the third radius range.

[0110] If the current driving speed and radius are both within the third speed range and the current radius is within the third radius range, it indicates that the vehicle is currently traveling at extremely high speed and is about to exit a curve. Furthermore, the vehicle's current position is very close to the center point of the target curve. In this scenario, the controller can determine the corresponding second angle based on the current driving speed, current radius, and a second angle strategy. Then, it generates a second adjustment command based on this second angle and sends it to the actuator. The actuator executes the second adjustment command to adjust the rear wing angle to the second angle. At this point, the rear wing angle is appropriate, generating moderate downforce. Therefore, the downforce at this time not only adapts to the current driving speed and current radius but also balances with air resistance as much as possible.

[0111] In this embodiment of the application, when the controller obtains the current driving speed of the vehicle and the current radius of the target curve, it can compare the current driving speed of the vehicle with the fourth speed range and compare the current radius of the target curve with the fourth radius range.

[0112] If the current driving speed and radius are both within the fourth speed range and the current radius is within the fourth radius range, it indicates that the vehicle is currently traveling at high speed and is about to exit a curve. Furthermore, the vehicle's current position is relatively close to the center point of the target curve. In this scenario, the controller can determine the corresponding first angle based on the current driving speed, current radius, and a second angle strategy. Then, it generates a first adjustment command based on this first angle and sends it to the actuator. The actuator executes the first adjustment command to adjust the rear wing angle to the first angle. At this point, the rear wing angle is smaller, resulting in less downforce. This allows the vehicle to generate downforce appropriate for the current driving speed and radius while also maximizing fuel economy.

[0113] In one exemplary embodiment, a method for controlling an actuator to shut down an air kit is provided, wherein the method further includes:

[0114] If the vehicle is detected to be in a corner, the control actuator will deactivate the air suite.

[0115] The "already completed the curve" state refers to the state where the vehicle has already exited the target curve. Referring to Table 1, if the vehicle's current speed is less than the first speed threshold and the current radius of the target curve is greater than the first radius threshold, then the vehicle is in the "already completed the curve" state.

[0116] In this embodiment of the application, when the controller obtains the current driving speed of the vehicle and the current radius of the target curve, it can compare the current driving speed of the vehicle with a first speed threshold and compare the current radius of the target curve with a first radius threshold.

[0117] If the vehicle's current speed is less than the first speed threshold and the current radius of the target curve is greater than the first radius threshold, it means that the vehicle has already exited the target curve. The controller can then control the actuator to shut down the air kit, that is, shut down the front spoiler and rear diffuser, and adjust the rear wing angle to 0 degrees. Therefore, it can reduce the rear wing angle in time when the vehicle has exited the curve to ensure the vehicle's fuel economy.

[0118] In one exemplary embodiment, a method for controlling an actuator to shut down an air kit is provided, wherein the method further includes:

[0119] If the vehicle is detected to be cornering, the control actuator adjusts the angle of the rear wing in the aerodynamic kit to the third angle.

[0120] The cornering state refers to the vehicle's current state as it passes through the target curve. Referring to Table 1, if the vehicle's current speed is not less than the second speed threshold and the current radius of the target curve is not greater than the second radius threshold, then the vehicle is in a cornering state.

[0121] For example, such as Figure 6 As shown, Figure 6 This is a schematic diagram of the gear positions of the tail wing in one embodiment. The tail wing can be divided into an off position, a low position, a medium position, and a high position. The low position indicates that the angle of the tail wing is the first angle, the medium position indicates that the angle of the tail wing is the second angle, and the high position indicates that the angle of the tail wing is the third angle.

[0122] In this embodiment of the application, when the controller obtains the current driving speed of the vehicle and the current radius of the target curve, it can compare the current driving speed of the vehicle with a second speed threshold and compare the current radius of the target curve with a second radius threshold.

[0123] If the vehicle's current speed is less than the second speed threshold and the current radius of the target curve is greater than the second radius threshold, it indicates that the vehicle is cornering. The controller can then determine the corresponding third angle, generate a third adjustment command based on this third angle, and send the command to the actuator. The actuator executes the third adjustment command to adjust the rear wing angle to the third angle. The second angle is less than the third angle.

[0124] In one exemplary embodiment, such as Figure 7 As shown, the above vehicle control method also includes:

[0125] S203: If the vehicle does not meet the conditions for opening the air system, determine the current state of the air system. If the current state is open, proceed to S204; if the current state is determined to be closed, proceed to S205.

[0126] S204, control actuator to shut off air kit.

[0127] S205, control actuator to keep air kit closed.

[0128] The current state of the air kit includes an on state and an off state. The on state indicates that the air kit is currently in the on mode, and the off state indicates that the air kit is currently in the off mode.

[0129] In this embodiment of the application, when the vehicle does not meet the conditions for activating the air kit, it means that at least one of the following is not suitable for activating the air kit: the distance between the vehicle and the target curve, the current driving speed, and the vehicle's curve state. At this time, the controller can further obtain the position information of the air kit collected by the position sensor and determine the current state of the air kit based on the position information of the air kit.

[0130] If the air kit is currently in the open state, the controller can control the actuator to close the air kit to ensure the vehicle's economy and reduce its energy consumption.

[0131] If the current state is determined to be closed, it means that the air kit is in the closed state. Therefore, the controller does not need to control the actuator to adjust the opening and closing state of the air kit, which can ensure that the air kit is still in the closed state, thus ensuring the vehicle's economy and reducing the vehicle's energy consumption.

[0132] Furthermore, after acquiring the position information of each air element from the position sensors, the controller can monitor the opening status of each air element in real time or at regular intervals to ensure that the actuators can successfully control the air elements to open. Subsequently, if the intelligent driving perception system reports to the controller that the vehicle has passed the target curve, the controller can control the actuators to return the air elements to the closed state, improving vehicle economy and energy consumption.

[0133] In summary, based on all the above embodiments, this application also provides a vehicle control method, such as... Figure 8 As shown, the method includes:

[0134] S601, obtain the distance of the vehicle to the target curve, the current radius of the target curve, and the current speed of the vehicle.

[0135] S602, determine whether the distance is within a preset distance range, whether the current driving speed is greater than or equal to a preset speed threshold, and whether the current radius is less than or equal to a preset radius threshold. If the distance is within the preset distance range, the current driving speed is greater than or equal to the preset speed threshold, and the current radius is less than or equal to the preset radius threshold, then execute S603; if the distance is not within the preset distance range, or the current driving speed is less than the preset speed threshold, or the current radius is greater than the preset radius threshold, then execute S611.

[0136] S603, confirm that the vehicle meets the conditions for opening the air kit.

[0137] S604, the control actuator opens the front spoiler and rear diffuser in the air kit.

[0138] S605, determine the vehicle's current speed state based on the current driving speed and the driving speed at the previous moment. If the current speed state is an increasing speed state, execute S606; if the current speed state is a decreasing speed state, execute S607. If the current speed state is a stable speed state, execute S608.

[0139] S606, based on the current driving speed and current radius, controls the actuator to adjust the angle of the tail wing in the aerodynamic kit according to the first angle adjustment strategy.

[0140] S607, based on the current driving speed and current radius, controls the actuator to adjust the angle of the tail wing in the aerodynamic kit according to the second angle adjustment strategy.

[0141] S608 controls the actuator to maintain the open / closed state of the air kit.

[0142] S609: If the vehicle is detected to be cornering, the control actuator will adjust the angle of the rear wing to the third angle.

[0143] S610, if it detects that the vehicle has already turned a corner, controls the actuator to shut down the air kit.

[0144] S611, it has been determined that the vehicle does not meet the conditions for opening the air kit.

[0145] S612, when the vehicle does not meet the conditions for opening the air system, determine the current state of the air system. If the current state is open, execute S613; if the current state is determined to be closed, execute S614.

[0146] S613, control actuator to shut off air kit.

[0147] S614 controls the actuator to keep the air kit closed.

[0148] The specific implementation of the vehicle control method can be found in the above embodiments, and will not be repeated here.

[0149] It should be understood that although the steps in the flowcharts of the above embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the above embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0150] Based on the same inventive concept, this application also provides a vehicle control device for implementing the vehicle control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more vehicle control device embodiments provided below can be found in the limitations of the vehicle control method described above, and will not be repeated here.

[0151] In one exemplary embodiment, such as Figure 9 As shown, a vehicle control device is provided, including: an acquisition module 701 and a control module 702, wherein:

[0152] The acquisition module 701 is used to acquire the distance from the vehicle to the target curve, the current radius of the target curve, and the current driving speed of the vehicle; the target curve is the curve closest to the vehicle in the current driving direction.

[0153] The control module 702 is used to control the actuator to activate the vehicle's air kit based on the current driving speed and current radius when the vehicle meets the preset air kit activation conditions based on the distance, current driving speed and current radius. The air kit activation conditions include: the distance is within a preset distance range, the current driving speed is greater than or equal to a preset speed threshold, and the current radius is less than or equal to a preset radius threshold.

[0154] In one embodiment, the control module 702 includes:

[0155] The opening unit controls the actuators to open the front spoiler and rear diffuser in the air kit.

[0156] The first determining unit is used to determine the current speed state of the vehicle based on the current driving speed and the driving speed at the previous moment.

[0157] The first adjustment unit is used to control the actuator to adjust the angle of the rear wing in the aerodynamic kit according to the first angle adjustment strategy, based on the current driving speed and the current radius, if the current speed state is a vehicle speed increase state.

[0158] The second adjustment unit is used to control the actuator to adjust the angle of the rear wing in the aerodynamic kit according to the second angle adjustment strategy if the current speed state is a vehicle speed decrease state.

[0159] The third adjustment unit is used to control the actuator to maintain the open or closed state of the air kit if the current speed state is a stable vehicle speed state.

[0160] In one embodiment, the first adjustment unit is specifically used for:

[0161] If the current driving speed is within the first speed range and the current radius is within the first radius range, the control actuator will adjust the tail wing angle to the first angle.

[0162] If the current driving speed is within the second speed range and the current radius is within the second radius range, the control actuator will adjust the tail wing angle to the second angle; the first angle is smaller than the second angle.

[0163] In one embodiment, the second adjustment unit is specifically used for:

[0164] If the current driving speed is within the third speed range and the current radius is within the third radius range, the control actuator will adjust the angle of the tail wing in the aerodynamic kit to the second angle.

[0165] If the current driving speed is within the fourth speed range and the current radius is within the fourth radius range, the control actuator will adjust the tail wing angle to the first angle.

[0166] In one embodiment, the vehicle control device further includes:

[0167] The shut-off module is used to control the actuator to shut off the air kit if the vehicle is detected to be in a cornering state.

[0168] In one embodiment, the vehicle control device further includes:

[0169] The adjustment module is used to control the actuator to adjust the angle of the rear wing to a third angle if the vehicle is detected to be cornering.

[0170] In one embodiment, the vehicle control device further includes:

[0171] The fifth determination module is used to determine the current status of the air kit when the vehicle does not meet the conditions for the air kit to be activated.

[0172] The control shutdown module is used to control the actuator to shut down the air kit if it is determined that the current state is on.

[0173] The control and holding module is used to control the actuator to maintain the air kit in the closed state if it is determined that the current state is closed.

[0174] Each module in the aforementioned vehicle control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the controller in hardware form or independent of it, or stored in the memory of the controller in software form, so that the processor can call and execute the corresponding operations of each module.

[0175] In one exemplary embodiment, a controller is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 10 As shown, the controller includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements a vehicle control method. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the controller can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the controller housing, or external keyboards, touchpads, or mice, etc.

[0176] Those skilled in the art will understand that Figure 10 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the controller to which the present application is applied. A specific controller may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0177] In one embodiment, a controller is also provided, including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps in the above method embodiments.

[0178] In one embodiment, a vehicle is provided, including a memory and a processor, the memory storing a computer program that, when executed by the processor, implements the steps in the above-described method embodiments.

[0179] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0180] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0181] The above embodiments are merely illustrative of several implementation methods of this application, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle control method characterized by, The method includes: The system receives real-time data from the front-facing camera and / or lidar of the intelligent driving perception system, including the distance from the vehicle to the target curve, the current radius of the target curve, and the current driving speed of the vehicle. The target curve is the curve closest to the vehicle in the current driving direction, and the current radius is the current radius of the target curve detected by the intelligent driving perception system at the current moment based on the arc of the detected curve. If, based on the distance, the current driving speed, and the current radius, the vehicle meets the preset conditions for opening the aerodynamic kit, the actuator is controlled to open the front spoiler and rear diffuser of the vehicle's aerodynamic kit. The opening angle of the rear wing in the aerodynamic kit is determined based on the current driving speed and the current radius, and the actuator is controlled to adjust the opening angle of the rear wing. The conditions for opening the aerodynamic kit include: the distance is within a preset distance range, the current driving speed is greater than or equal to a preset speed threshold, and the current radius is less than or equal to a preset radius threshold. The step of determining the opening angle of the rear wing in the aerodynamic kit based on the current driving speed and the current radius, and controlling the actuator to adjust the opening angle of the rear wing, includes: The current speed state of the vehicle is determined based on the current driving speed and the driving speed at the previous moment; If the current speed state is a vehicle speed increase state, then based on the current driving speed and the current radius, the actuator is controlled to adjust the angle of the rear wing in the air kit according to the first angle adjustment strategy; the first angle adjustment strategy includes the correspondence between different vehicle driving speeds and different current radii of curves, and different rear wing angles when the current speed state is a vehicle speed increase state. If the current speed state is a vehicle speed decrease state, then based on the current driving speed and the current radius, the actuator is controlled to adjust the angle of the rear wing in the air kit according to the second angle adjustment strategy; the second angle adjustment strategy includes the correspondence between different vehicle driving speeds and different current radii of curves, and different rear wing angles when the current speed state is a vehicle speed decrease state. If the current speed state is a stable vehicle speed state, then control the actuator to maintain the open / closed state of the air kit.

2. The method according to claim 1, characterized in that, Based on the current driving speed and the current radius, control the actuator to adjust the angle of the tail wing in the aerodynamic kit according to the first angle adjustment strategy, including: If the current driving speed is within the first speed range and the current radius is within the first radius range, then control the actuator to adjust the angle of the tail wing to the first angle; If the current driving speed is within the second speed range and the current radius is within the second radius range, then control the actuator to adjust the angle of the tail wing to the second angle; the first angle is smaller than the second angle.

3. The method according to claim 1, characterized in that, Based on the current driving speed and the current radius, control the actuator to adjust the angle of the tail wing in the aerodynamic kit according to the second angle adjustment strategy, including: If the current driving speed is within the third speed range and the current radius is within the third radius range, then control the actuator to adjust the angle of the tail wing in the aerodynamic kit to the second angle; If the current driving speed is within the fourth speed range and the current radius is within the fourth radius range, then control the actuator to adjust the angle of the tail wing to the first angle.

4. The method according to claim 1, characterized in that, The method further includes: If the vehicle is detected to be in a corner, the actuator is controlled to shut down the air kit.

5. The method according to claim 1, characterized in that, The method further includes: If the vehicle is detected to be cornering, the actuator is controlled to adjust the angle of the rear wing in the aerodynamic kit to a third angle.

6. The method according to claim 1, characterized in that, The method further includes: If the vehicle does not meet the conditions for opening the air system, determine the current state of the air system. If the current state is determined to be the on state, then control the actuator to turn off the air assembly; If the current state is determined to be the off state, then the actuator is controlled to maintain the off state of the air kit.

7. A vehicle control system, characterized in that, The vehicle control system includes an intelligent driving perception system, a driving information collector, a controller, and an actuator; the intelligent driving perception system, the driving information collector, and the actuator are all connected to the controller; The intelligent driving perception system is used to provide the controller with real-time feedback on the distance from the vehicle to the target curve and the current radius of the target curve through a front-facing camera and / or lidar; the target curve is the curve closest to the vehicle in the current driving direction, and the current radius is the current radius of the target curve detected by the intelligent driving perception system based on the arc of the detected curve at the current moment; The driving information collector is used to send the vehicle's current driving speed to the controller; The controller is configured to, when determining that the vehicle meets preset conditions for opening the air kit based on the distance, the current driving speed, and the current radius, control the actuator to open the front spoiler and rear diffuser in the vehicle's air kit, and determine the vehicle's current speed state based on the current driving speed and the driving speed at the previous moment; if the current speed state is a speed-increasing state, then control the actuator to adjust the angle of the rear wing in the air kit according to a first angle adjustment strategy based on the current driving speed and the current radius; the first angle adjustment strategy includes the correspondence between different vehicle driving speeds and different current radii of curves, and different rear wing angles when the current speed state is a speed-increasing state; if the current speed state is a speed-decreasing state, then control the actuator to adjust the angle of the rear wing in the air kit according to a second angle adjustment strategy based on the current driving speed and the current radius; the second angle adjustment strategy includes the correspondence between different vehicle driving speeds and different current radii of curves, and different rear wing angles when the current speed state is a speed-decreasing state. If the current speed state is a stable vehicle speed state, then control the actuator to maintain the open / closed state of the air kit; the conditions for opening the air kit include: the distance is within a preset distance range, the current driving speed is greater than or equal to a preset speed threshold, and the current radius is less than or equal to a preset radius threshold.

8. A vehicle comprising a memory and a processor, said memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

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