Vehicle empennage control method, vehicle, system and computing equipment

Abstract

The embodiment of the invention provides a vehicle empennage control method. The method comprises the steps that the current working condition of a target vehicle is detected; judging whether the current working condition meets a target condition in a plurality of preset conditions or not; if yes, controlling an empennage of the target vehicle to move to a target position according to an unfolding strategy corresponding to the target condition; and according to the rotation strategy corresponding to the target condition, the rotation state of the empennage around the first axis and the rotation state of the empennage around the second axis are controlled, and the first axis is perpendicular to the second axis. By combining the front-back rotation function of the empennage around the first axis and the left-right rotation function of the empennage around the second axis, comprehensive optimization of the dynamic characteristics of the vehicle in the longitudinal direction and the transverse direction is achieved, the stability and controllability of the vehicle under various current working conditions are improved, and safer and more comfortable driving experience is provided for a driver.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to vehicle rear wing control technology within the field of vehicle technology, and more specifically to a vehicle rear wing control method, vehicle, system, and computing device. Background Technology

[0002] A rear wing, a component mounted at the rear of a vehicle, is part of the vehicle's aerodynamic kit. It's not only used on professional racing cars as a spoiler, but is also increasingly being incorporated into passenger vehicles to provide downforce, enhancing grip and stability. Modern rear wings are no longer limited to fixed positions; many vehicles can open and close their wings based on vehicle speed, voice commands, physical switches, and different modes, and can be electrically controlled to move the wing to the desired location.

[0003] However, the current control mode is relatively simple, the application scenarios are relatively limited, the vehicle's stability and handling are poor, and it is difficult to meet the driver's comfortable driving experience. Summary of the Invention

[0004] This application provides a vehicle rear wing control method, vehicle, system, and computing device to improve vehicle stability and handling, as well as enhance the driving experience.

[0005] To achieve the above technical objectives, the embodiments of this application provide the following technical solutions: In a first aspect, one embodiment of this application provides a vehicle rear wing control method, the method comprising: Detect the current operating condition of the target vehicle; Determine whether the current working condition meets the target condition among multiple preset conditions; If satisfied, then: According to the deployment strategy corresponding to the target conditions, control the tail wing of the target vehicle to move to the target position; and, According to the rotation strategy corresponding to the target conditions, the rotation state of the tail fin about the first axis and the rotation state about the second axis are controlled, wherein the first axis and the second axis are perpendicular to each other.

[0006] The vehicle rear wing control method provided in this embodiment includes detecting the current operating condition of the target vehicle. Obtaining the current operating condition parameter information is the basis for the vehicle's intelligent decision-making. If the current operating condition meets a target condition among multiple preset conditions, the rear wing of the target vehicle is controlled to move to the target position according to the deployment strategy corresponding to the target condition. If the current operating condition meets the target condition among multiple preset conditions, the rear wing of the target vehicle is also controlled to execute a rotation strategy corresponding to the target condition to present a corresponding rotation state, including a forward and backward rotation state around a first axis and a left and right rotation state around a second axis. That is, the rotation state of the rear wing around the first axis and the rotation state around the second axis are controlled according to the rotation strategy corresponding to the target condition, wherein the first axis and the second axis are perpendicular to each other. This application combines the forward and backward rotation function and the left and right rotation function of the rear wing to achieve comprehensive optimization of the vehicle's dynamic characteristics in both longitudinal and lateral directions. The control system can coordinate the movement of these two degrees of freedom according to the real-time driving state of the vehicle, so that the rear wing can provide optimal aerodynamic support in various complex driving scenarios. This multi-dimensional intelligent control fundamentally overcomes the limitations of existing tail wing systems in terms of single application scenarios, significantly improving the stability and handling of the vehicle under various current conditions such as high-speed driving, acceleration, braking, and cornering, ultimately providing the driver with a safer and more comfortable driving experience.

[0007] In conjunction with the first aspect, in some embodiments of the first aspect, controlling the tail wing of the target vehicle to move to the target position includes: controlling the tail wing to deploy to the target position corresponding to the first preset speed according to a deployment strategy corresponding to the target vehicle reaching or exceeding the first preset speed.

[0008] By determining whether the target vehicle is at or above a first preset speed, the tail wing is controlled to move to the target position, providing appropriate downforce to the vehicle, enhancing the vehicle's grip and stability, optimizing the vehicle's longitudinal dynamic characteristics, and enabling the tail wing to provide optimal aerodynamic support in driving scenarios at or above the first preset speed. This significantly improves the vehicle's stability and handling under current driving conditions at or above the first preset speed, providing the driver with a safer and more comfortable driving experience.

[0009] In conjunction with the first aspect, in some embodiments of the first aspect, controlling the rotation state of the tail wing about the first axis includes: according to a rotation strategy corresponding to the target vehicle reaching or exceeding a second preset speed, controlling the tail wing to change to a rotation state about the first axis corresponding to the second preset speed.

[0010] By determining whether the target vehicle reaches or exceeds a second preset speed, the rotation state of the tail wing around a first axis, i.e., its forward and backward rotation, can be controlled. Through the forward and backward rotation of the tail wing, the angle of attack can be dynamically adjusted, thereby precisely controlling the downforce acting on the rear of the vehicle, enhancing the vehicle's grip and stability, optimizing the vehicle's longitudinal dynamics, and enabling the tail wing to provide optimal aerodynamic support in high-speed driving scenarios. This significantly improves the vehicle's stability and handling under high-speed driving conditions, providing the driver with a safer and more comfortable driving experience.

[0011] In conjunction with the first aspect, in some embodiments of the first aspect, controlling the rotation state of the tail wing about the second axis includes: according to a rotation strategy corresponding to the target vehicle reaching or exceeding a third preset speed and the front wheel steering angle reaching or exceeding a first rotation angle, controlling the tail wing to change to a rotation state about the second axis corresponding to the third preset speed and the first rotation angle.

[0012] By determining whether the target vehicle reaches or exceeds a third preset speed and whether the front wheel steering angle reaches or exceeds a first turning angle, the system controls the rotation state of the rear wing around a second axis, i.e., the left-right rotation state. Through the left-right rotation of the rear wing, the system can generate an asymmetrical downforce distribution when the vehicle is turning, enhancing the vehicle's grip and stability, optimizing the vehicle's lateral dynamics, and enabling the rear wing to provide optimal aerodynamic support in turning scenarios. This significantly improves the vehicle's stability and handling under current turning conditions, providing the driver with a safer and more comfortable driving experience.

[0013] In conjunction with the first aspect, in some embodiments of the first aspect, controlling the rotation state of the tail wing about the first axis includes: controlling the tail wing to change to a rotation state about the first axis corresponding to the preset acceleration threshold according to a rotation strategy corresponding to the acceleration of the target vehicle being greater than or equal to a preset acceleration threshold.

[0014] By determining whether the acceleration of the target vehicle is greater than or equal to a preset acceleration threshold, the rotation state of the tail wing around the first axis, i.e., the forward and backward rotation state, can be controlled. Through the forward and backward rotation of the tail wing, the angle of attack can be dynamically adjusted, thereby precisely controlling the downforce acting on the rear of the vehicle, enhancing the vehicle's grip and stability, optimizing the vehicle's longitudinal dynamics, and enabling the tail wing to provide optimal aerodynamic support during acceleration. This significantly improves the vehicle's stability and handling under rapid acceleration conditions, providing the driver with a safer and more comfortable driving experience.

[0015] In conjunction with the first aspect, in some embodiments of the first aspect, controlling the rotation state of the tail wing about the first axis includes: controlling the tail wing to change to a rotation state about the first axis corresponding to the preset deceleration threshold according to a rotation strategy corresponding to the deceleration of the target vehicle being greater than or equal to a preset deceleration threshold.

[0016] By determining whether the deceleration of the target vehicle is greater than or equal to a preset deceleration threshold, the rotation state of the tail wing around the first axis, i.e., its forward and backward rotation state, can be controlled. Through the forward and backward rotation of the tail wing, the angle of attack can be dynamically adjusted, thereby precisely controlling the downforce acting on the rear of the vehicle, enhancing the vehicle's grip and stability, optimizing the vehicle's longitudinal dynamics, and enabling the tail wing to provide optimal aerodynamic support during deceleration. This significantly improves the vehicle's stability and handling under emergency braking conditions, providing the driver with a safer and more comfortable driving experience.

[0017] In conjunction with the first aspect, in some embodiments of the first aspect, controlling the rotation state of the tail wing about the second axis includes: according to the deployment strategy corresponding to the target vehicle reaching or exceeding a fourth preset speed, and the front wheel steering angle reaching or exceeding a second rotation angle and a third rotation angle respectively in a continuous first time period and a second time period, controlling the tail wing to rotate sequentially to a rotation state about the second axis corresponding to the fourth preset speed, the second rotation angle and the third rotation angle.

[0018] By determining whether the target vehicle reaches or exceeds a fourth preset speed, and whether the front wheel steering angle reaches or exceeds a second and a third turning angle respectively in a continuous first and second time period, the system controls the rotation state of the tail wing around the second axis, i.e., the left and right rotation state in the continuous first and second time periods. Through the left and right rotation of the tail wing in the first and second time periods, the system can quickly adjust the asymmetrical downforce distribution when the vehicle makes an S-turn or avoids obstacles at high speed, maximizing the vehicle's grip and stability. This allows the tail wing to provide optimal aerodynamic support in continuous turning or emergency obstacle avoidance scenarios, significantly improving the vehicle's stability and handling in these situations, and providing the driver with a safer and more comfortable driving experience.

[0019] Secondly, one embodiment of this application provides a vehicle, including: Tail fin; A sensor module configured to detect the current operating status information of the vehicle; A chassis domain controller, electrically connected to the sensor module, is configured to receive and process the vehicle's current operating condition information to determine whether the current operating condition meets a target condition among multiple preset conditions; and, A body domain controller is communicatively connected to the chassis domain controller and the rear wing, respectively. The body domain controller is configured to, in response to the satisfaction of the target condition, control the rear wing of the vehicle to move to a target position according to a deployment strategy corresponding to the target condition, and to control the rotation state of the rear wing about a first axis and a rotation state about a second axis according to a rotation strategy corresponding to the target condition, wherein the first axis and the second axis are perpendicular to each other.

[0020] Thirdly, one embodiment of this application also provides a vehicle rear wing control system, comprising: The detection module is used to detect the current operating condition of the target vehicle; The judgment module is used to determine whether the current working condition meets the target condition among multiple preset conditions; and, The control module is configured to, in response to the satisfaction of the target condition, control the tail wing of the vehicle to move to a target position according to a deployment strategy corresponding to the target condition, and control the rotation state of the tail wing about a first axis and the rotation state about a second axis according to a rotation strategy corresponding to the target condition, wherein the first axis and the second axis are perpendicular to each other.

[0021] Fourthly, one embodiment of this application also provides a computing device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the vehicle tail wing control method as described above.

[0022] Fifthly, one embodiment of this application also provides a computer program product, the computer program product comprising a computer program stored in a computer-readable storage medium; a processor of a computer device reads the computer program from the computer-readable storage medium, and the processor executes the computer program to implement the steps of the vehicle rear wing control method described above. Optionally, the computer program may be stored in the readable storage medium of the computer device or in the cloud; the processor of the computer device reads the computer program from the readable storage medium or in the cloud.

[0023] Sixthly, one embodiment of this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle tail wing control method as described above.

[0024] As can be seen from the above technical solutions, the vehicle, vehicle rear wing control system, computing device, computer program product, and computer-readable storage medium provided in the embodiments of this application all correspondingly implement the vehicle rear wing control method described in the first aspect. This method includes: detecting the current operating condition of the target vehicle; obtaining current operating condition parameter information is the basis for the vehicle to make intelligent decisions; if the current operating condition meets a target condition among multiple preset conditions, then controlling the rear wing of the target vehicle to move to a target position according to the deployment strategy corresponding to the target condition; if the current operating condition meets the target condition among multiple preset conditions, further controlling the rear wing of the target vehicle to execute a rotation strategy corresponding to the target condition to present a corresponding rotation state, including a forward / backward rotation state around a first axis and a left / right rotation state around a second axis, that is, controlling the rotation state of the rear wing around the first axis and the rotation state around the second axis according to the rotation strategy corresponding to the target condition, wherein the first axis and the second axis are perpendicular to each other. This application achieves comprehensive optimization of the vehicle's longitudinal and lateral dynamic characteristics by combining the forward / backward rotation function and the left / right rotation function of the rear wing. The control system can coordinate the movement of these two degrees of freedom according to the vehicle's real-time driving status, enabling the rear wing to provide optimal aerodynamic support in various complex driving scenarios. This multi-dimensional intelligent control fundamentally overcomes the limitations of existing rear wing systems that are limited to a single application scenario, significantly improving the vehicle's stability and handling under various conditions such as high-speed driving, acceleration, braking, and cornering, ultimately providing the driver with a safer and more comfortable driving experience. Attached Figure Description

[0025] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0026] Figure 1 This is a structural schematic diagram of a vehicle provided for one embodiment of this application.

[0027] Figure 2 This is a flowchart illustrating a vehicle tail wing control method according to one embodiment of this application.

[0028] Figure 3 This is a schematic diagram of the architecture of a vehicle provided for one embodiment of this application.

[0029] Figure 4 This is a schematic diagram of the architecture of a vehicle rear wing control system provided for one embodiment of this application.

[0030] Figure 5This is a schematic diagram of the architecture of a computing device provided for one embodiment of this application. Detailed Implementation

[0031] Unless otherwise defined, the technical or scientific terms used in the embodiments of this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to avoid confusion of the constituent elements.

[0032] Unless the context otherwise requires, throughout this specification, "a plurality of" means "at least two," and "including" is interpreted as open-ended or encompassing, that is, "including, but not limited to." In the description of this specification, terms such as "one embodiment," "some embodiments," "exemplary embodiment," "example," "specific example," or "some examples" are intended to indicate that a particular feature, structure, material, or characteristic associated with that embodiment or example is included in at least one embodiment or example of this application. The illustrative representations of the above terms do not necessarily refer to the same embodiment or example.

[0033] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0034] Overview A vehicle rear wing is a component installed at the rear of a vehicle, primarily used to generate downforce during driving, thereby improving tire grip and driving stability. Current technology has enabled movable control of rear wings, and many vehicles are equipped with electric rear wing systems that can deploy or retract based on vehicle speed, voice commands, physical switches, or driving modes. However, existing control methods are still relatively simple, typically only achieving basic deployment and retraction functions. Their application scenarios are limited, and they cannot precisely adjust to complex vehicle dynamics, resulting in limited improvements in vehicle stability and handling, failing to meet drivers' higher demands for comfort and safety.

[0035] The aforementioned technological status quo indicates that the main problem with existing rear wing systems lies in their limited control dimensions, making them unable to proactively adapt to the diverse operating conditions faced by vehicles in real-world driving. For example, during emergency braking or high-speed cornering, the vehicle's demand for and distribution of downforce are dynamically changing, and a fixed-angle or simply deployed rear wing cannot provide targeted aerodynamic compensation, thus limiting further optimization of vehicle performance.

[0036] To address the aforementioned technical problems, this application proposes a novel vehicle rear wing control scheme. The core of this scheme lies in enabling the rear wing to possess independent motion capabilities in two dimensions: forward and backward rotation around the lateral axis, and left and right rotation around the longitudinal axis. Through the coordinated control of these two degrees of freedom, the system can precisely intervene aerodynamically in the longitudinal and lateral dynamics of the vehicle.

[0037] First, by rotating the rear wing forward and backward, the system can dynamically adjust the wing's angle of attack, thereby precisely controlling the amount of downforce acting on the rear of the vehicle. During rapid acceleration or emergency braking, the control system, based on vehicle status parameters, drives the rear wing to increase its angle of attack, generating greater downforce and pressing the rear wheels more firmly against the road, thus improving driving efficiency or shortening braking distance. During high-speed cruising, the system appropriately reduces the rear wing angle, minimizing drag while maintaining basic stability. This ability to distribute downforce as needed allows the vehicle to precisely adjust the downforce acting on its rear.

[0038] Secondly, by rotating the rear wing left and right, the system can generate an asymmetrical downforce distribution when the vehicle is cornering. This asymmetrical downforce distribution creates a yaw moment pointing towards the inside of the corner. This moment can directly counteract some of the centrifugal force effect, thereby reducing the centripetal force required for the vehicle to corner. This technology effectively improves load transfer in corners, enhances the grip of the outer tires, and makes cornering more stable and agile. The same principle also applies to right turns, only the direction of rotation is reversed.

[0039] This application combines the forward and backward rotation function of the rear wing with its left and right rotation function, achieving comprehensive optimization of the vehicle's dynamic characteristics in both longitudinal and lateral directions. The control system can coordinate the movement of these two degrees of freedom based on the vehicle's real-time driving status, enabling the rear wing to provide optimal aerodynamic support in various complex driving scenarios. This multi-dimensional intelligent control fundamentally overcomes the limitations of existing rear wing systems' single application scenarios, significantly improving the vehicle's stability and handling under various conditions such as high-speed driving, acceleration, braking, and cornering, ultimately providing the driver with a safer and more comfortable driving experience.

[0040] Based on the above concept, this application provides a vehicle rear wing control method. The vehicle rear wing control method provided by this application will be described exemplarily below with reference to the accompanying drawings.

[0041] Exemplary methods One embodiment of this application provides a vehicle rear wing control method, applicable to vehicles and other moving devices that require more downforce and reduced centripetal force during cornering. See also... Figure 1 , Figure 1This is a schematic diagram of a vehicle structure provided for one embodiment of this application. The vehicle 100 includes a body 10 and a rear wing 20 disposed on the body 10. The rear wing 20 can be retracted into the body 10 or deployed from the body 10. Figure 1 The diagram shows an XY coordinate system, with the X-axis direction being... Figure 1 The direction indicated by the O1 axis is defined here as the first axial direction; the Y-axis direction is... Figure 1 The direction indicated by the O2 axis is defined here as the second axis. Simultaneously, the front of the vehicle is defined as "front," the rear as "rear," and the left and right sides are defined as the two sides of the vehicle 100's forward direction. The rear wing 20 can rotate back and forth around the O1 axis to adjust the downforce at the rear of the vehicle; furthermore, the rear wing 20 can rotate left and right around the O2 axis to adjust the asymmetrical downforce distribution generated when the vehicle 100 turns.

[0042] Please see Figure 2 , Figure 2 A schematic flowchart of a vehicle rear wing control method is provided as one embodiment of this application. The vehicle rear wing control method includes: S201: Detect the current operating condition of the target vehicle.

[0043] Here, vehicle 100 is used as an example to represent the target vehicle. "Current operating condition" refers to the vehicle's overall dynamic state at a given moment. Obtaining current operating condition parameter information is the foundation for the vehicle's intelligent decision-making. Current operating condition parameter information mainly includes the following categories: 1) Vehicle motion and attitude parameters. These parameters directly describe the overall motion state of the vehicle, such as: driving speed, longitudinal acceleration, lateral acceleration, yaw rate, vehicle pitch angle / pitch rate, etc. 2) Drive and transmission system parameters. These parameters reflect the actual working state of the power system, such as: drive wheel slip ratio, current drive mode, gearbox gear, etc. 3) Environmental and road surface parameters. These parameters describe the interaction between the vehicle and the external environment, such as crosswind speed / direction and road surface slope. 4) Driver commands and intent parameters. These parameters reflect what the driver wants the vehicle to do, such as: steering wheel angle, steering wheel angular velocity, accelerator pedal opening, and brake pedal pressure / travel. 5) Basic configuration parameters of the vehicle. These parameters directly describe the initial operating state of the vehicle, such as: electric position configuration of the rear wing, power mode, self-learning configuration of the rear wing, and trunk status. 6) Predictive and navigation parameters: These are higher-level operating condition information that enable the system to have a certain degree of predictability, such as navigation system data, forward camera / radar data, etc.

[0044] It is worth noting that the front wheel angle is the same as the steering wheel angle, and the following text will use the front wheel angle directly for explanation.

[0045] S202: Determine whether the current operating condition meets the target condition among multiple preset conditions.

[0046] S203: If satisfied, then according to the deployment strategy corresponding to the target condition, control the tail wing of the target vehicle to move to the target position; and according to the rotation strategy corresponding to the target condition, control the rotation state of the tail wing about the first axis and the rotation state about the second axis, wherein the first axis and the second axis are perpendicular to each other.

[0047] Here, exemplary preset conditions may include the following: Condition 1: The tail wing's electric configuration is normal, the tail wing control mode is activated, the tail wing's adaptive calibration program has been completed (tail wing self-learning is complete), and the trunk is closed, etc., which are the basic conditions suitable for the tail wing to deploy.

[0048] Condition 2: The vehicle is traveling at high speed, determined by either the first or the second judgment condition: the first judgment condition is that the average speed of the vehicle within a preset time period is greater than or equal to a preset speed threshold, and the second judgment condition is that the instantaneous speed of the vehicle is greater than or equal to a preset speed threshold.

[0049] Condition 3: The vehicle is in a turning state, which is determined by judging whether the turning angle of the vehicle's front wheels is greater than or equal to a preset turning angle threshold.

[0050] Condition 4: The vehicle is in a state of rapid acceleration, which is determined by whether the vehicle's acceleration is greater than or equal to a preset acceleration threshold. The absolute value of the preset acceleration threshold is greater than 0. The preset acceleration threshold can be set with reference to the vehicle's acceleration during rapid acceleration or the opening of the accelerator pedal.

[0051] Condition 5: The vehicle is in an emergency braking state, determined by whether the vehicle's deceleration is greater than or equal to a preset deceleration threshold. The absolute value of the preset deceleration threshold is greater than 0. The preset deceleration threshold can be set with reference to the vehicle's deceleration during emergency braking or the brake pedal pressure / stroke.

[0052] Condition 6: The vehicle is driving on a slope, which is determined by whether the vehicle's pitch angle is greater than or equal to a preset pitch angle threshold.

[0053] Condition 7: The vehicle is in Sport mode. Sport mode, also known as S mode, enhances the powertrain performance of the vehicle, improving acceleration.

[0054] Condition 8: The vehicle is in a special environmental state, which is determined by judging whether the lateral wind direction and / or wind speed experienced by the vehicle body is greater than or equal to the preset force wind direction and wind speed threshold.

[0055] Condition 9: The vehicle is in a special road condition, which is determined by navigation system data and front camera / radar data.

[0056] The preset conditions can be set according to the actual situation. This is only an example and is not limited to any specific conditions.

[0057] Please also refer to Figure 1 and Figure 2 In this embodiment, deployment and rotation strategies corresponding to the selection or combination of various preset conditions can be preset. The deployment strategy includes at least one of the following: the tail wing rises, the tail wing lowers, or the tail wing deploys to a preset height. The rotation strategy includes the tail wing rotating around axis O1 (i.e., forward and backward rotation) and around axis O2 (i.e., left and right rotation). It should be noted that before controlling the tail wing to execute a certain deployment and rotation strategy, the tail wing can be in an initial posture. That is, the initial posture can be the posture after the tail wing has completed self-learning and calibration. For example, the initial posture can be: the height of the tail wing from the rear of the vehicle is a preset height, and the tail wing is flush with or parallel to the rear of the vehicle body.

[0058] Example 1 The vehicle rear wing control method may include the following steps: S301: Detect the current operating condition of the target vehicle.

[0059] S302: Determine whether the target vehicle has reached or exceeded the first preset speed; if yes, proceed to step 303; if no, end this process.

[0060] S303: Based on the deployment strategy corresponding to the target vehicle reaching or exceeding a first preset speed, control the tail wing to deploy to the target position corresponding to the first preset speed.

[0061] In this embodiment, the correspondence between the aforementioned preset conditions and the deployment strategy is as follows: Correspondence 1: The current working condition satisfies condition one and condition two among multiple preset conditions. That is, when condition one and condition two are satisfied as target conditions, the corresponding deployment strategy is to control the tail fin to deploy to the target position.

[0062] Please also refer to Figure 1 When the instantaneous speed of vehicle 100 or the average speed within a preset time period is greater than or equal to a first preset speed threshold, the tail wing is controlled to deploy to the corresponding target position.

[0063] For example, the first preset speed threshold is 50 km / h, and the target position is: the height of the rear wing from the rear of the vehicle is set to 1 / 4 of the maximum adjustable height of the rear wing; the first preset speed threshold is 60 km / h, and the target position is: the height of the rear wing from the rear of the vehicle is set to 1 / 2 of the maximum adjustable height of the rear wing; the first preset speed threshold is 70 km / h, and the target position is: the height of the rear wing from the rear of the vehicle is set to 3 / 4 of the maximum adjustable height of the rear wing; the first preset speed threshold is 80 km / h, and the target position is: the height of the rear wing from the rear of the vehicle is set to the maximum adjustable height of the rear wing.

[0064] In addition, when the instantaneous speed of the vehicle or the average speed over a preset time period is lower than a first preset speed threshold, the target position can be the initial posture.

[0065] Example 2 The vehicle rear wing control method may include the following steps: S401: Detect the current operating condition of the target vehicle.

[0066] S402: Detect whether the target vehicle has reached or exceeded the second preset speed; if yes, proceed to step 403; if no, end this process.

[0067] S403: According to the rotation strategy corresponding to the target vehicle reaching or exceeding the second preset speed, control the tail wing to change to the rotation state around the first axis corresponding to the second preset speed.

[0068] In this embodiment, the correspondence between the aforementioned preset conditions and the rotation strategy is as follows: Correspondence 2: When the current working condition satisfies conditions one and two of the multiple preset conditions, that is, when conditions one and two are satisfied as target conditions, the corresponding rotation strategy is to control the tail fin to change to the corresponding rotation state.

[0069] Please also refer to Figure 1 When the instantaneous speed of the vehicle or the average speed within a preset time period is greater than or equal to a first preset speed threshold, the tail wing is controlled to change to a rotation state with the front lower and the rear higher.

[0070] For example, the first preset speed threshold is 130 km / h, and the rotation state is: the tail fin angle of attack is set to 5 degrees; the first preset speed threshold is 140 km / h, and the rotation state is: the tail fin angle of attack is set to 10 degrees; the first preset speed threshold is 150 km / h, and the rotation state is: the tail fin angle of attack is set to 15 degrees; the first preset speed threshold is 160 km / h, and the rotation state is: the tail fin angle of attack is set to 20 degrees, or the maximum value of the adjustable range.

[0071] Additionally, when the vehicle's instantaneous speed or average speed over a preset time period is lower than a first preset speed threshold, the rotation state can be configured such that the rear wing angle of attack is set to 0 degrees, and the height of the rear wing from the rear of the vehicle is set to a preset height. It is worth noting that this preset height can be set according to the actual conditions of the vehicle.

[0072] Example 3 The vehicle rear wing control method may include the following steps: S501: Detects the current operating condition of the target vehicle.

[0073] S502: Detect whether the target vehicle has reached or exceeded the third preset speed and whether the front wheel steering angle has reached or exceeded the first turning angle; if both are yes, proceed to step 503; if no, end this process.

[0074] S503: Based on the rotation strategy corresponding to the target vehicle reaching or exceeding a third preset speed and the front wheel steering angle reaching or exceeding a first rotation angle, control the tail wing to change to a rotation state around the second axis corresponding to the third preset speed and the front wheel steering angle.

[0075] In this embodiment, the correspondence between the aforementioned preset conditions and the rotation strategy is as follows: Correspondence 3: The current working condition satisfies conditions 1, 2 and 3 among multiple preset conditions. That is, when conditions 1, 2 and 3 are satisfied as target conditions, the corresponding rotation strategy is to control the tail fin to change to the corresponding rotation state.

[0076] For example, the first preset speed threshold is 90km / h, and the angle of the front wheel turning to the left is 5 degrees. The rotation state is: the left and right sides of the rear wing are symmetrical, the height of the left side of the rear wing from the rear of the vehicle is set to the maximum adjustable height of the rear wing, and the height of the right side of the rear wing from the rear of the vehicle is set to the maximum adjustable height of the rear wing. The first preset speed threshold is 90km / h, and the angle of the front wheel turning to the left is 10 degrees. The rotation state is: left high and right low. The height of the left side of the rear wing from the rear of the vehicle is set to the maximum adjustable height of the rear wing, and the height of the right side of the rear wing from the rear of the vehicle is set to 3 / 4 of the maximum adjustable height of the rear wing. The first preset speed threshold is 90km / h, and the angle of the front wheel turning to the left is 15 degrees. The rotation state is: left high and right low. The height of the left side of the rear wing from the rear of the vehicle is set to the maximum adjustable height of the rear wing, and the height of the right side of the rear wing from the rear of the vehicle is set to 1 / 2 of the maximum adjustable height of the rear wing. The first preset speed threshold is 90km / h, and the angle of the front wheel turning to the left is 20 degrees. The rotation state is: left high and right low. The height of the left side of the rear wing from the rear of the vehicle is set to the maximum adjustable height of the rear wing, and the height of the right side of the rear wing from the rear of the vehicle is set to 1 / 4 of the maximum adjustable height of the rear wing.

[0077] For example, the first preset speed threshold is 90km / h, and the angle of the front wheel turning to the right is 5 degrees. The rotation state is: the rear wing is symmetrical on the left and right sides, the height of the right side of the rear wing from the rear of the vehicle is set to the highest adjustable height of the rear wing, and the height of the left side of the rear wing from the rear of the vehicle is set to the highest adjustable height of the rear wing. The first preset speed threshold is 90km / h, and the angle of the front wheel turning to the right is 10 degrees. The rotation state is: right high and left low. The height of the right side of the rear wing from the rear of the vehicle is set to the maximum adjustable height of the rear wing, and the height of the left side of the rear wing from the rear of the vehicle is set to 3 / 4 of the maximum adjustable height of the rear wing. The first preset speed threshold is 90km / h, and the angle of the front wheel turning to the right is 15 degrees. The rotation state is: right high and left low. The height of the right side of the rear wing from the rear of the vehicle is set to the maximum adjustable height of the rear wing, and the height of the left side of the rear wing from the rear of the vehicle is set to 1 / 2 of the maximum adjustable height of the rear wing. The first preset speed threshold is 90km / h, and the angle of the front wheel turning to the right is 20 degrees. The rotation state is: right higher than left. The height of the right side of the rear wing from the rear of the vehicle is set to the maximum adjustable height of the rear wing, and the height of the left side of the rear wing from the rear of the vehicle is set to 1 / 4 of the maximum adjustable height of the rear wing.

[0078] Here, the height adjustment of the left and right sides of the tail wing can be achieved by the left tail wing motor and the right tail wing motor, respectively; the correspondence between the first preset speed threshold and the front wheel steering angle can be calibrated according to actual calculations.

[0079] When the instantaneous speed of the vehicle or the average speed within a preset time period is lower than a first preset speed threshold, and the front wheel turning angle (to the left or right) of the vehicle is lower than a preset turning angle threshold, the rotation state can be the initial posture.

[0080] Example 4 The vehicle rear wing control method may include the following steps: S601: Detects the current operating condition of the target vehicle.

[0081] S602: Detect whether the acceleration of the target vehicle is greater than or equal to the preset acceleration threshold; if yes, proceed to step 603; if no, end this process.

[0082] S603: Based on the rotation strategy corresponding to the acceleration of the target vehicle being greater than or equal to a preset acceleration threshold, control the tail wing to change to a rotation state around the first axis corresponding to the acceleration threshold.

[0083] In this embodiment, the correspondence between the aforementioned preset conditions and the rotation strategy is as follows: Correspondence 4: The current working condition satisfies conditions 1 and 4 among multiple preset conditions. That is, when conditions 1 and 4 are satisfied as target conditions, the corresponding rotation strategy is to control the tail fin to change to the corresponding rotation state.

[0084] For example, when the vehicle's acceleration is greater than or equal to a preset acceleration threshold, the tail wing is controlled to change to a rotation state where the front is lower and the rear is higher.

[0085] For example, the preset acceleration threshold is 2 m / s², and the rotation state is: the tail wing angle of attack is set to 1 / 4 of the adjustable range; The preset acceleration threshold is 4 m / s², and the rotation state is: the tail fin angle of attack is set to 1 / 2 of the adjustable range; The preset acceleration threshold is 6 m / s², and the rotation state is: the tail fin angle of attack is set to 3 / 4 of the adjustable range; The preset acceleration threshold is 8 m / s², and the rotation state is: the tail wing angle of attack is set to the maximum value of the adjustable range.

[0086] When the vehicle's acceleration is below a preset acceleration threshold, the rotation state can be the initial posture.

[0087] Example 5 The vehicle rear wing control method may include the following steps: S701: Detects the current operating condition of the target vehicle.

[0088] S702: Detect whether the deceleration of the target vehicle is greater than or equal to the preset deceleration threshold; if yes, proceed to step 703; if no, end this process.

[0089] S703: Based on the rotation strategy corresponding to the target vehicle's deceleration being greater than or equal to a preset deceleration threshold, control the tail wing to change to a rotation state around the first axis corresponding to the preset deceleration threshold.

[0090] In this embodiment, the correspondence between the aforementioned preset conditions and the rotation strategy is as follows: Correspondence 5: The current working condition satisfies conditions 1 and 5 among multiple preset conditions. That is, when conditions 1 and 5 are satisfied as target conditions, the corresponding rotation strategy is to control the tail fin to change to the corresponding rotation state.

[0091] For example, when the vehicle's deceleration is greater than or equal to a preset deceleration threshold, the tail wing is controlled to change to a rotation state where the front is lower and the rear is higher.

[0092] For example, the preset deceleration threshold is 2 m / s², and the rotation state is: the tail wing angle of attack is set to 1 / 4 of the adjustable range; The preset acceleration deceleration is 4 m / s², and the rotation state is: the tail fin angle of attack is set to 1 / 2 of the adjustable range; The preset deceleration threshold is 6 m / s², and the rotation state is: the tail wing angle of attack is set to 3 / 4 of the adjustable range; The preset deceleration threshold is 8 m / s², and the rotation state is: the tail wing angle of attack is set to the maximum value of the adjustable range.

[0093] When the vehicle's deceleration is lower than the preset deceleration threshold, the rotation state can be the initial posture.

[0094] Example 6 The vehicle rear wing control method may include the following steps: S801: Detects the current operating condition of the target vehicle.

[0095] S802: Detect whether the target vehicle has reached or exceeded the fourth preset speed, and whether the front wheel steering angle has reached or exceeded the second and third steering angles respectively in the first and second consecutive time periods; if both are yes, proceed to step 803; if no, end this process.

[0096] S803: Based on the deployment strategy corresponding to the fourth preset speed and the front wheel steering angle reaching or exceeding the second and third rotation angles respectively in the first and second consecutive time periods, control the tail wing to change to a rotation state around the second axis corresponding to the fourth preset speed, the second rotation angle and the third rotation angle.

[0097] In this embodiment, the correspondence between the aforementioned preset conditions and the rotation strategy is as follows: Correspondence 6: When the current working condition satisfies conditions one and three among multiple preset conditions, that is, when conditions one and three are satisfied as target conditions, the corresponding deployment strategy can be to control the tail fin to change to the corresponding rotation state.

[0098] Specifically, when the instantaneous speed of the vehicle is greater than or equal to a first preset speed threshold, and the front wheel of the vehicle turns to one side (e.g., the left side of the vehicle) at an angle that reaches or exceeds the first preset turning angle value within a first time period, and then turns to the other side (e.g., the right side of the vehicle) at an angle that reaches or exceeds the second preset turning angle value within a second time period that follows the first time period, the tail wing is controlled to change to a left-right turning state within the consecutive first and second time periods.

[0099] For example, the first preset speed threshold is 70km / h, the first time period is 1s and the angle of the front wheel turning to the left is 20 degrees, the second time period is 1.5s and the angle of the front wheel turning to the right is 15 degrees, the rotation state is: in the first time period of 1s, the left is higher than the right, the height of the left side of the rear wing from the rear of the vehicle is set to the maximum adjustable height of the rear wing, and the height of the right side of the rear wing from the rear of the vehicle is set to 1 / 4 of the maximum adjustable height of the rear wing; in the following second time period of 1.5s, the right is higher than the left, the height of the right side of the rear wing from the rear of the vehicle is set to the maximum adjustable height of the rear wing, and the height of the left side of the rear wing from the rear of the vehicle is set to 1 / 4 of the maximum adjustable height of the rear wing.

[0100] Here, the height adjustment of the left and right sides of the tail wing can be achieved by the left tail wing motor and the right tail wing motor respectively; the correspondence between the first preset speed threshold, the front wheel steering angle and the left and right height settings of the tail wing can be calibrated according to actual calculations.

[0101] Other correspondences, such as the satisfying of condition 1 and condition 6 as target conditions, condition 1 and condition 7 as target conditions, condition 1 and condition 8 as target conditions, condition 1 and condition 9 as target conditions, and condition 1 and other preset conditions as target conditions, can be set according to the actual situation and refer to the examples above. They will not be elaborated here.

[0102] Exemplary vehicle In one exemplary embodiment of this application, a vehicle 200 is also provided; please refer to... Figure 3 , Figure 3 This is a schematic diagram of a vehicle architecture provided for one embodiment of this application. The vehicle 200 includes: a rear wing 20, a sensor module 30, a chassis domain controller 40, and a body domain controller 50. The sensor module 30 is used to acquire current operating condition information of the vehicle 200. The definition and examples of "current operating condition" have been described above. The chassis domain controller 40 is electrically connected to the sensor module 30 and is used to receive and process the current operating condition information of the vehicle 200 to determine whether the current operating condition meets a target condition among multiple preset conditions. The body domain controller 50 is communicatively connected to both the chassis domain controller 40 and the rear wing 20. The body domain controller 50 is configured to, in response to the target condition being met, control the rear wing 20 to execute a deployment strategy corresponding to the target condition, and control the target position of the rear wing 20 according to the deployment strategy; and control the rear wing 20 to execute a rotation strategy corresponding to the target condition, and control the rotation state of the rear wing 20 about a first axis and a second axis according to the rotation strategy, wherein the first axis and the second axis are perpendicular to each other.

[0103] The vehicle tail wing control method implemented by vehicle 200 can be referred to in the embodiments described above, and will not be repeated here.

[0104] Exemplary System In one exemplary embodiment of this application, a vehicle rear wing control system 300 is also provided; please refer to [link to relevant documentation]. Figure 4 , Figure 4 This is a schematic diagram of the architecture of a vehicle rear wing control system provided in one embodiment of the present application. The vehicle rear wing control system 300 includes a detection module 310, a judgment module 320 and a control module 330.

[0105] The detection module 310 is used to detect the current operating condition of the target vehicle. The definition and examples of the "current operating condition" have been described above.

[0106] The judgment module 320 is used to determine whether the current working condition meets the target condition among multiple preset conditions.

[0107] The control module 330 is configured to, in response to the satisfaction of the target condition, control the tail wing of the target vehicle to move to the target position according to the deployment strategy corresponding to the target condition; and to control the rotation state of the tail wing about a first axis and the rotation state about a second axis according to the rotation strategy corresponding to the target condition, wherein the first axis and the second axis are perpendicular to each other.

[0108] The control method for the rear wing of the target vehicle by the vehicle rear wing control system 300 can be referred to in the embodiments described above, and will not be repeated here.

[0109] Specific limitations regarding the vehicle rear wing control system can be found in the limitations regarding the vehicle rear wing control method described above, and will not be repeated here. Each module in the aforementioned vehicle rear wing control system can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0110] Exemplary computing device In one exemplary embodiment of this application, a computing device, such as a vehicle or a control terminal, is also provided. Please refer to [link to relevant documentation]. Figure 5 , Figure 5 This is a schematic diagram of the architecture of a computing device provided for one embodiment of the present application. The computing device includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to perform the steps in the vehicle tail wing control method according to various embodiments of the present application described in the above embodiments.

[0111] The computing device includes a processor, memory, network interface, and input devices connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an 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 medium. The network interface is used to communicate with external terminals via a network connection. When the computer program is executed by the processor, it follows the steps of the vehicle tail wing control method according to various embodiments of this application described in the above embodiments.

[0112] The processor may include the main processor, as well as baseband chips, modems, etc.

[0113] It is understood that the processor in the embodiments of this application can be an integrated circuit chip with signal processing capabilities. During implementation, each step of the above method embodiments can be completed by the integrated logic circuits in the processor's hardware or by instructions in software form. The processor can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can be located in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory; the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method.

[0114] It is understood that the memory in the embodiments of this application may be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. Specifically, non-volatile memory may be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory may be random access memory (RAM). It should be noted that the memory in the devices and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0115] Input devices may include devices that receive data and information input by the user, such as keyboards, mice, cameras, scanners, light pens, voice input devices, touch screens, pedometers, or gravity sensors.

[0116] Output devices may include devices that allow information to be output to the user, such as displays, printers, speakers, etc.

[0117] The communication interface may include any transceiver-like device for communicating with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0118] The computing device may also include a display component and a voice component. The display component may be a liquid crystal display screen or an e-ink display screen. The input device of the computing device may be a touch layer covering the display component, or a button, trackball or touchpad set on the casing of the computing device, or an external keyboard, touchpad or mouse, etc.

[0119] Those skilled in the art will understand that Figure 5 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 computing device on which the present application is applied. The specific computing device may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0120] Exemplary computer program products and storage media In addition to the methods and devices described above, the vehicle rear wing control method provided in the embodiments of this application can also be a computer program product, which includes computer program instructions that, when executed by a processor, cause the processor to perform the steps in the vehicle rear wing control method according to various embodiments of this application as described in the "Exemplary Methods" section above.

[0121] The aforementioned computer program product can be implemented through hardware, software, or a combination thereof. In one optional embodiment, the computer program product is specifically embodied in a computer storage medium; in another optional embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0122] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0123] Furthermore, embodiments of this application also provide a computer-readable storage medium having a computer program stored thereon, the computer program being executed by a processor of the steps in the vehicle rear wing control method according to various embodiments of this application as described in the "Exemplary Methods" section above.

[0124] 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, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0125] 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.

[0126] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the solutions provided in the embodiments 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 patent application should be determined by the appended claims.

Claims

1. A method of controlling a vehicle spoiler, characterized by, The method comprises: detecting a current working condition of a target vehicle; judging whether the current working condition meets a target condition in a plurality of preset conditions; if so, then: controlling a tail wing of the target vehicle to move to a target position according to a deployment strategy corresponding to the target condition; and controlling a rotation state of the tail wing around a first axis and a rotation state of the tail wing around a second axis according to a rotation strategy corresponding to the target condition, wherein the first axis and the second axis are perpendicular to each other.

2. The vehicle spoiler control method according to claim 1, characterized by, The control of the tail wing of the target vehicle to move to the target position comprises: controlling the tail wing to deploy to a target position corresponding to a first preset speed according to a deployment strategy corresponding to the target vehicle reaching or exceeding the first preset speed.

3. The vehicle spoiler control method according to claim 1, characterized by, The control of the rotation state of the tail wing around the first axis comprises: controlling the tail wing to transform to a rotation state around the first axis corresponding to a second preset speed according to a rotation strategy corresponding to the target vehicle reaching or exceeding the second preset speed.

4. The vehicle spoiler control method according to claim 1, characterized by, The control of the rotation state of the tail wing around the second axis comprises: controlling the tail wing to transform to a rotation state around the second axis corresponding to a third preset speed and a first rotation angle according to a rotation strategy corresponding to the target vehicle reaching or exceeding the third preset speed and the front wheel steering angle reaching or exceeding the first rotation angle.

5. The vehicle spoiler control method according to claim 1, characterized by, The control of the rotation state of the tail wing around the first axis comprises: controlling the tail wing to transform to a rotation state around the first axis corresponding to a preset acceleration threshold according to a rotation strategy corresponding to the acceleration of the target vehicle being greater than or equal to the preset acceleration threshold.

6. The vehicle spoiler control method according to claim 1, characterized by, The control of the rotation state of the tail wing around the first axis comprises: controlling the tail wing to transform to a rotation state around the first axis corresponding to a preset deceleration threshold according to a rotation strategy corresponding to the deceleration of the target vehicle being greater than or equal to the preset deceleration threshold.

7. The vehicle spoiler control method according to claim 1, characterized by, The control of the rotation state of the tail wing around the second axis comprises: controlling the tail wing to rotate to a rotation state around the second axis corresponding to a fourth preset speed, a second rotation angle and a third rotation angle in sequence according to a deployment strategy corresponding to the target vehicle reaching or exceeding the fourth preset speed and the front wheel steering angle reaching or exceeding the second rotation angle and the third rotation angle in the first time period and the second time period respectively.

8. A vehicle characterized by comprising: It comprises: a tail wing; a sensor module configured to detect current working condition information of the vehicle; a chassis domain controller electrically connected with the sensor module and configured to receive and process the current working condition information of the vehicle to judge whether the current working condition meets a target condition in a plurality of preset conditions; and a vehicle body domain controller in communication connection with the chassis domain controller and the tail wing, the vehicle body domain controller being configured to, in response to the target condition being met, control the tail wing of the vehicle to move to a target position according to a deployment strategy corresponding to the target condition, and control a rotation state of the tail wing around a first axis and a rotation state of the tail wing around a second axis according to a rotation strategy corresponding to the target condition, wherein the first axis and the second axis are perpendicular to each other.

9. A vehicle spoiler control system characterized by, It comprises: a detection module configured to detect a current working condition of a target vehicle; a judgment module configured to judge whether the current working condition meets a target condition among a plurality of preset conditions; and a control module configured to, in response to the target condition being met, control a tail wing of the vehicle to move to a target position according to a deployment strategy corresponding to the target condition, and control a rotation state of the tail wing around a first axis and a rotation state of the tail wing around a second axis according to a rotation strategy corresponding to the target condition, wherein the first axis and the second axis are perpendicular to each other.

10. A computing device, comprising: A computer program product comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor implementing the vehicle tail wing control method according to any one of claims 1 to 7 when executing the computer program.

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