Vehicle airflow guide structure and method and vehicle

Abstract

The invention provides a vehicle airflow guiding structure and method and a vehicle. The vehicle airflow guiding structure comprises at least one air flow channel; the air flow channel comprises a first air inlet formed in a chassis of the vehicle, a second air inlet formed in the back of the vehicle and an air outlet formed in the tail of the vehicle. Movable parts are respectively arranged at the first air inlet and the second air inlet, and each movable part is provided with a closing position for covering the corresponding air inlet and an opening position for exposing the corresponding air inlet. According to the scheme, under the condition that the original aerodynamic appearance design of the automobile is not changed, the flow speed of the upper portion or the lower portion of the automobile body is changed through the action of the air flow channel and the air propeller, so that the wake flow vortex of the automobile is reduced, and the wind resistance of the whole automobile is reduced; and the air flow channel is controlled to adapt to different vehicle working conditions, so that the driving requirements under different working conditions are met.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more particularly to a vehicle airflow guiding structure, method, and vehicle. Background Technology

[0002] For cars that prioritize sporty performance, the body design often aims for low drag and high downforce in order to achieve excellent acceleration, deceleration, and cornering performance.

[0003] Conventional designs combine elements such as the air intake grille and rear wing to reduce the overall drag coefficient and improve vehicle handling performance.

[0004] The above design increases downforce but also increases driving resistance, failing to meet the performance requirements of vehicles under various driving conditions. Summary of the Invention

[0005] This invention provides a vehicle airflow guiding structure, method, and vehicle to solve the problem in the prior art that while increasing downforce, it also increases driving resistance.

[0006] In a first aspect, embodiments of the present invention provide a vehicle airflow guiding structure, comprising: at least one airflow channel; The airflow channel includes a first air inlet disposed on the vehicle chassis, a second air inlet disposed on the rear of the vehicle, and an air outlet disposed at the rear of the vehicle. Movable components are provided at the first air inlet and the second air inlet respectively. The movable components have a closed position that covers the corresponding air inlet and an open position that exposes the corresponding air inlet. An air thruster is installed at the air outlet. In a second aspect, embodiments of the present invention provide a vehicle airflow guiding method, applied to the vehicle airflow guiding structure described in the first aspect, the method comprising: According to the vehicle's target operating mode, the movable part at the first air intake is set to the first target position, the movable part at the second air intake is set to the second target position, and the air thruster at the air outlet is controlled to operate at the target power.

[0007] Thirdly, embodiments of this application provide a vehicle, the vehicle comprising the components described in the first aspect. Vehicle airflow guiding structure.

[0008] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer instructions that, when executed on a processor, cause the processor to perform the method described in the second aspect.

[0009] Fifthly, embodiments of this application provide a computer program product comprising a computer program that, when run on a computer, causes the computer to perform the method described in the second aspect.

[0010] Compared with prior art, the present invention has the following advantages: The vehicle airflow guiding structure of this application includes: at least one airflow channel; the airflow channel includes a first air intake disposed on the vehicle chassis, a second air intake disposed on the rear of the vehicle, and an air outlet disposed on the rear of the vehicle; movable parts are respectively disposed at the first air intake and the second air intake, the movable parts having a closed position covering the corresponding air intake and an open position exposing the corresponding air intake; an air thruster is disposed at the air outlet. The solution of this application, while ensuring that the original aerodynamic shape design of the vehicle remains unchanged, changes the airflow velocity on the upper or lower part of the vehicle body through the action of the airflow channel and the air thruster, thereby reducing the vehicle's exhaust vortex and reducing overall vehicle drag. By coordinating the opening and closing of the movable parts at the first and second air intakes, the airflow channel is controlled to adapt to different vehicle operating conditions, meeting the driving needs under different conditions.

[0011] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments will be briefly introduced below.

[0013] Figure 1 This is a schematic diagram of a first vehicle airflow guiding structure provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of a second vehicle airflow guiding structure provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the vehicle's airflow field when the economy mode is activated, provided as an embodiment of the present invention. Figure 4 This is another schematic diagram of the airflow field of a vehicle provided by an embodiment of the present invention; Figure 5 This is a schematic diagram of the vehicle's airflow field when the high-speed mode is activated, provided by an embodiment of the present invention. Figure 6 This is a flowchart of a vehicle airflow guiding method provided in an embodiment of the present invention; Figure 7This is a schematic diagram of vehicle forces under anti-roll mode provided by an embodiment of the present invention; Figure 8 This is a block diagram of a vehicle airflow guiding device provided in an embodiment of the present invention; Figure 9 This is a block diagram of an electronic device provided in an embodiment of the present invention.

[0014] Figure Labels 1-Airflow channel; 2-Air thruster; 11-First air inlet; 12-Second air inlet; 13-Air outlet; 14-Flow channel housing; 15-First baffle; 16-Second baffle. Detailed Implementation

[0015] 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, 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.

[0016] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and are not limited in number; for example, a first object can be one or more. Furthermore, the term "and / or" in the specification and claims is used to describe the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. In the embodiments of this application, the term "multiple" refers to two or more, and other quantifiers are similar.

[0017] Figure 1 An embodiment of this application illustrates a vehicle rear airflow guiding structure, comprising: at least one airflow channel 1; the airflow channel includes a first air intake 11 disposed on the vehicle chassis, a second air intake 12 disposed on the rear of the vehicle, and an air outlet 13 disposed at the rear of the vehicle; movable components are respectively disposed at the first air intake 11 and the second air intake 12, the movable components having a closed position covering the corresponding air intake and an open position exposing the corresponding air intake; an air thruster 2 is disposed at the air outlet 13.

[0018] In this embodiment, an airflow channel is provided at the rear of the vehicle to guide the airflow at the rear, thereby reducing the exhaust vortex and the overall vehicle drag. The airflow channel can be a channel structure for guiding airflow, with an air inlet for allowing air to enter the airflow channel and the air entering the airflow channel being discharged to the outside of the device through an air outlet.

[0019] At least one air duct can be installed. When only one air duct is installed, it can be positioned in the middle of the rear of the vehicle to prevent the vehicle from experiencing lateral roll forces. When two or more air ducts are installed, refer to... Figure 1 and Figure 2 To ensure vehicle stability and prevent lateral tilting, two airflow channels are symmetrically positioned along the vehicle's longitudinal centerline, located on either side. The airflow channels include a first air intake 11 located on the vehicle chassis, a second air intake 12 located at the rear of the vehicle, and an air outlet 13 located at the rear of the vehicle. Air enters through the first air intake 11 and / or the second air intake 12, is guided through the airflow channels, and exits through the air outlet 13. The first air intake is located on the vehicle chassis and communicates with the external space, while the second air intake 12 is located at the rear of the vehicle and also communicates with the external space. The first and second air intakes are adapted to meet the airflow requirements at different locations within the vehicle. An air thruster 2 is fixedly mounted at the air outlet 13, its mounting surface fitting snugly against the air outlet 13, forming a mating structure with the airflow channels. The air thruster 2 can be a rotary blade type, driven by a motor to accelerate the airflow within the airflow channels.

[0020] Furthermore, the first air inlet 11, the second air inlet 12, and the air outlet can be connected through the flow channel housing 14, or they can be connected through a hollow cavity formed by the internal structure of the vehicle. Multiple first air inlets 11 and second air inlets 12 can be provided, and similarly, multiple air outlets 13 can also be provided. The opening shapes of the first air inlets 11, second air inlets 12, and air outlets can be circular, elliptical, rounded rectangles, etc. The second air inlet 12 and the air outlet can be an integral structure or a detachable structure with the flow channel body; this embodiment does not impose any limitations on these aspects.

[0021] Movable components are respectively provided at the first air intake 11 and the second air intake 12. These components have a closed position covering the corresponding air intake and an open position exposing the corresponding air intake. For example, when the movable component at the first air intake 11 is in the closed position and the movable component at the second air intake 12 is in the open position, the first air intake is closed and the second air intake is open. Air enters through the second air intake and exits through the air outlet 13. When the first air intake is open and the air thruster 2 is operating, the airflow velocity at the bottom of the vehicle increases, thereby reducing the lift coefficient and giving the vehicle greater downforce. When the second air intake is open and the air thruster 2 is operating, the airflow velocity at the top of the vehicle increases, thereby increasing the lift coefficient and giving the vehicle less downforce. In this application, a movable component is designed at the air intake. This movable component controls the air intake to be in an open or closed state. When the vehicle is in different driving conditions, the downforce requirement varies. By adjusting the opening and closing state of the air intake through the movable component, the airflow can be adapted to the current vehicle operating conditions, improving the vehicle's performance under various conditions. The movable component can be a baffle, valve, or other similar parts; this application does not limit the specific components.

[0022] The rear of the vehicle can be an area extending downwards from the highest point of the roof. The second air intake can be located at the rear of the vehicle chassis, for example, on one side of the cross section where the highest point of the roof is located. Due to the differences in the external structure and internal space layout of various vehicle models, the specific positions of the first air intake, the second air intake, and the air outlet can be adjusted according to the different adaptability of the vehicle model. This application does not limit this.

[0023] This application uses the airflow channel and air thruster to change the airflow velocity of the upper or lower part of the vehicle body, thereby reducing the exhaust vortex of the vehicle and reducing the overall wind resistance. Through the cooperation of the first air intake, the second air intake and the movable parts, the airflow channel is controlled to adapt to different vehicle operating conditions and meet the driving needs under different operating conditions.

[0024] Optionally, it includes: at least two airflow channels; at least two airflow channels are symmetrically distributed on both sides of the longitudinal mid-plane of the vehicle with the longitudinal mid-plane as the plane of symmetry.

[0025] In this embodiment, at least two air channels can be provided to achieve more precise control of vehicle airflow. For example, two air channels can be provided, which are symmetrically distributed based on the longitudinal center plane of the vehicle to ensure vehicle balance. Alternatively, three air channels can be provided, with one air channel located in the middle of the rear of the vehicle and the other two air channels symmetrically distributed based on the longitudinal center plane of the vehicle. Or, four air channels can be provided, with two air channels on each side of the longitudinal center plane of the vehicle, and the air channels on both sides of the longitudinal center plane of the vehicle are symmetrically distributed. Similarly, there can be six, eight, etc., but this embodiment does not limit the scope of the application.

[0026] refer to Figure 1 Optionally, the movable part at the first air inlet 11 is the first baffle 15; the movable part at the second air inlet 12 is the second baffle 16.

[0027] In this embodiment, the movable component can be in the form of a baffle. For example, a first baffle 15 can be installed at the first air inlet 11. The first baffle 15 can be a multi-blade structure, with multiple blades arranged at intervals along the circumferential / radial direction of the opening of the first air inlet 11. The multiple blades cover the opening area of ​​the first air inlet 11, forming a shield. Similarly, a second baffle 16 is installed at the second air inlet 12. The second baffle 16 can also be a multi-blade structure, with multiple blades arranged at intervals along the circumferential / radial direction of the opening of the second air inlet 12. The multiple blades cover the opening area of ​​the second air inlet 12, forming a shield. The opening and closing of the blades controls the air intake of the corresponding upper or lower airflow channel. In addition, the first baffle 15 and the second baffle 16 can also be integral or flap-type structures, etc., which are not limited in this embodiment.

[0028] In this application, the first baffle 15 and the second baffle 16 can be dynamically opened or closed based on the vehicle's current operating conditions. For example, refer to... Figure 3 When the vehicle is traveling at low speed, the first baffle 15 can be closed and the second baffle 16 opened. At this time, the first air intake 11 is closed and the second air intake 12 is open. Air enters through the second air intake 12 and is discharged through the air outlet 13 via the airflow channel, thereby reducing downforce, which in turn reduces tire grip, decreases vehicle rolling resistance, and improves fuel economy. (Reference) Figure 5 When the vehicle is in high-speed mode, such as when driving on a highway or at maximum speed, the first baffle 15 opens and the second baffle 16 closes, so that the first air intake is open and the second air intake is closed. The air thruster 2 operates at its maximum power to increase the downforce on the vehicle body, giving the tires greater grip. The motor can respond by outputting greater torque, thereby increasing the vehicle's maximum acceleration and maximum speed.

[0029] refer to Figure 4 and Figure 5The air intake volume of the upper and lower flow channels can be controlled by opening and closing the blades of the first baffle 15 and the second baffle 16. When the first baffle 15 is open and the air thruster 2 is working, the air velocity at the lower part of the vehicle will increase, thereby reducing the lift coefficient and giving the vehicle greater downforce. When the second baffle 16 is open and the air thruster 2 is working, the air velocity at the upper part of the vehicle will increase, thereby increasing the lift coefficient and giving the vehicle less downforce. Since the air flow channel can guide high-velocity air to flow out from the air outlet 13, the wake vortex at the rear of the car will be reduced. Therefore, opening the air flow channel can reduce wake vortex drag and improve fuel economy.

[0030] For example, the vehicle's operating modes may include: economy mode, high speed mode, emergency braking mode, straight-line stability mode, anti-roll mode, etc. Different operating modes can correspond to different performance requirements. By opening or closing the first baffle 15 and the second baffle 16, and coordinating with the power of the air thruster, the airflow channel is intelligently controlled in different operating modes to improve the vehicle's performance under various working conditions.

[0031] The proposed active airflow channel design for the rear of a car based on an air thruster reduces the exhaust vortex and overall vehicle drag by ensuring that the original aerodynamic shape of the car remains unchanged. Furthermore, it significantly improves the vehicle's power, economy, and handling compared to existing technologies by controlling the opening and closing of the active baffle to change the downforce of the entire vehicle.

[0032] Optionally, both the first air inlet 11 and the second air inlet 12 are connected to the same air outlet 13.

[0033] In the embodiments of this application, reference is made to Figure 1 and Figure 2 The first air inlet 11 and the second air inlet 12 can be connected to the same air outlet 13, forming a "Y" shaped airflow channel structure. That is, the first air inlet 11, the second air inlet 12 and the air outlet 13 are connected to the main body of the channel. If the first air inlet 11 and the second air inlet 12 are both open, air enters from the first air inlet 11 and the second air inlet 12 respectively, and after passing through the airflow channel, it is discharged from the same air outlet 13.

[0034] Furthermore, by configuring the first air inlet 11 and the second air inlet 12 to exhaust through the same air outlet 13, the number of air outlets is reduced, and the number of air thrusters is also reduced, thus lowering the cost of parts.

[0035] In this application, multiple airflow channels can be symmetrically arranged. For example, two first air intakes, two second air intakes, and two air outlets can be arranged on one side of the vehicle. One first air intake, one second air intake, and one air outlet form a connected airflow channel, while the other first air intake, second air intake, and air outlet form another airflow channel. In this case, two airflow channels are arranged on one side of the vehicle, and each airflow channel is independently controlled. At the same time, two airflow channels are symmetrically arranged on the other side of the vehicle, so that the two airflow channels on both sides are symmetrically arranged along the longitudinal plane of the vehicle. Similarly, three, four, or other airflow channels can also be arranged on one side.

[0036] Furthermore, when multiple first air intakes are provided on one side of the vehicle, each first air intake can have its own independent airflow channel, or the multiple first air intakes can be connected to the same main airflow channel. The same applies to the second air intake, and this application does not impose any limitations on this. By symmetrically arranging multiple airflow channels, the accuracy of airflow control is improved, meeting the airflow control needs under different operating conditions.

[0037] Optionally, the air outlet includes a first air outlet and a second air outlet; the first air inlet is connected to the first air outlet; and the second air inlet is connected to the second air outlet.

[0038] In this embodiment, multiple air outlets can be provided, such that the first air inlet 11 corresponds to an independent first air outlet, and the second air inlet 12 corresponds to an independent second air outlet. After air enters through the first air inlet 11, it exits through an independent flow channel from the first air outlet, serving as the lower flow channel. After air enters through the second air inlet 12, it exits through an independent flow channel from the second air outlet, serving as the upper flow channel. That is, the air flow channel can include independent upper and lower flow channels. By controlling the upper and lower channels independently, the accuracy of airflow adjustment can be improved.

[0039] In this application, multiple airflow channels can be symmetrically arranged. For example, there can be two first air intakes and two second air intakes on one side of the vehicle, and four air outlets. One first air intake and one first air outlet form a connected lower airflow channel; another first air intake and a second air outlet form another connected lower airflow channel; one second air intake and a third air outlet form a connected upper airflow channel; and another second air intake and a fourth air outlet form yet another connected upper airflow channel. In this case, one side of the vehicle includes two upper airflow channels and two lower airflow channels, each independently controlled, and the upper and lower airflow channels on both sides are symmetrically arranged along the longitudinal direction of the vehicle. Similarly, more airflow channels can be arranged on a single side based on actual needs.

[0040] Furthermore, when multiple first air intakes are provided on one side of the vehicle, each first air intake can have its own independent airflow channel, or the multiple first air intakes can be connected to the same main airflow channel. The same applies to the second air intake, and this application does not impose any limitations on this. By symmetrically arranging multiple airflow channels, the accuracy of airflow control is improved, meeting the airflow control needs under different operating conditions.

[0041] In summary, the vehicle airflow guiding structure of this application includes: at least one airflow channel; the airflow channel includes a first air intake disposed on the vehicle chassis, a second air intake disposed on the rear of the vehicle, and an air outlet disposed at the rear of the vehicle; movable components are respectively disposed at the first air intake and the second air intake, the movable components having a closed position covering the corresponding air intake and an open position exposing the corresponding air intake; an air thruster is disposed at the air outlet. The solution of this application, while ensuring that the original aerodynamic shape design of the vehicle remains unchanged, changes the airflow velocity on the upper or lower part of the vehicle body through the action of the airflow channel and the air thruster, thereby reducing the vehicle's exhaust vortex and reducing overall vehicle drag. By coordinating the opening and closing of the movable components at the first and second air intakes, the airflow channel is controlled to adapt to different vehicle operating conditions, meeting the driving needs under different conditions.

[0042] Figure 6 This invention provides a vehicle airflow guiding method, which includes step 101: Step 101: According to the vehicle's target operating mode, set the movable part at the first air intake to the first target position, set the movable part at the second air intake to the second target position, and control the air thruster at the air outlet to operate at the target power.

[0043] In this embodiment of the invention, the target operating mode of the vehicle can characterize the vehicle's current motion state and the performance requirements. For example, the vehicle's operating mode may include: economy mode, high-speed mode, emergency braking mode, straight-line stability mode, anti-roll mode, etc. The driver can manually select and switch operating modes, or the operating mode can be automatically selected and switched based on the vehicle's motion state, environmental perception signals, and path planning information. The vehicle's motion state, environmental perception signals, and path planning information can be obtained through signals collected by various sensors, cameras, and radars, as well as navigation data. Based on this data, the vehicle's state can be comprehensively judged, thereby intelligently deciding on the operating mode that matches the current operating conditions and improving the vehicle's ability to cope with various road conditions.

[0044] For example, when the driver manually selects the current operating mode as the high-speed mode, the target operating mode is determined to be the high-speed mode in response to the driver's selection. If the vehicle automatically switches to the economy mode based on its motion state, environmental perception signals, and path planning information, the target operating mode is determined to be the economy mode. By obtaining the vehicle's target operating mode, the opening and closing of the first and second air intakes and the power of the air thrusters can be controlled accordingly to adapt to the current driving conditions and improve the vehicle's performance under those conditions.

[0045] After determining the target operating mode, based on the performance requirements of vehicle driving under the target operating mode, the control strategies for the first air intake, the second air intake, and the air thruster are determined. This allows the movable parts at the first air intake to be set to the first target position, the movable parts at the second air intake to be set to the second target position, and the air thruster at the air outlet to be controlled to operate at the target power, so as to adapt the airflow regulation to the current operating conditions.

[0046] The first target position of the movable part at the first air intake includes an open position and a closed position, and the second target position of the movable part at the second air intake includes an open position and a closed position. The target power of the air thruster can be dynamically adjusted based on the current vehicle status, etc., to ensure that the airflow discharge efficiency matches the requirements of the target operating mode.

[0047] For example, if the target operating mode is the economy mode, the first target position of the movable part at the first air intake is the closed position, and the second target position of the movable part at the second air intake is the open position. The target power of the air thruster is dynamically set according to the vehicle speed. The following explanation uses the movable part as a baffle as an example. According to the determined target operating mode, the first baffle of the first air intake is controlled to be in the closed position, and the second baffle of the second air intake is controlled to be in the open position. At the same time, the power of the air thruster is dynamically adjusted according to the vehicle speed so that the air flow rate can match the current operating conditions. Based on the control of the air flow channel, fuel economy is improved and vehicle energy is saved.

[0048] Furthermore, when a vehicle has multiple airflow channels on one side, the airflow can be guided by a single airflow channel or by multiple airflow channels working together, based on actual operating conditions.

[0049] Optionally, if the target operating mode is an economic mode, step 101 includes: Sub-step 1011: Control the movable part at the first air inlet to be in the closed position, so as to set the first air inlet to the closed state; Sub-step 1012: Control the movable part at the second air inlet to be in the open position so as to set the second air inlet to the open state; Sub-step 1013: Control the air thruster at the air outlet to operate at a first target power; wherein, the first target power is negatively correlated with the vehicle speed, and the air thrusters corresponding to each airflow channel operate at the first target power.

[0050] In this embodiment of the application, for sub-steps 1011 to 1013, if the target operating mode is the economy mode, the economy mode can correspond to driving conditions such as urban roads and medium-low speed driving, as referred to... Figure 3 , Figure 3 This diagram illustrates the overall airflow pattern of the vehicle when Eco mode is activated. In Eco mode, the second baffle 16 is in the open position, and the first baffle 15 is in the closed position. At this time, the second air intake is open, and the first air intake is closed. The first target power of the air thruster 2 is adjusted in real time according to the vehicle speed. When the second baffle 16 is open and the air thruster 2 is operating, the airflow velocity above the vehicle increases, thereby increasing the lift coefficient and resulting in less downforce. This allows Eco mode to appropriately reduce downforce at low speeds, thus reducing tire grip, decreasing vehicle drag, and improving fuel economy.

[0051] Furthermore, due to the reduced tire grip limit, when the vehicle outputs power exceeding this limit, the tires will slip, leading to decreased vehicle handling and safety risks. The faster the vehicle speed, the greater the lift, and the lower the tire grip limit. Therefore, in economy mode, the initial target power of the air thrusters decreases as vehicle speed increases, ensuring sufficient downforce at high speeds and maintaining vehicle stability. This function deactivates when the vehicle's power demand exceeds the grip limit. When the vehicle has multiple airflow channels, the corresponding air thrusters can all operate at the initial target power.

[0052] Optionally, if the target operating mode is a high-speed mode or an emergency braking mode, step 101 includes: Sub-step 1014: Control the movable part at the first air inlet to be in the open position so as to set the first air inlet to the open state; Sub-step 1015: Control the movable part at the second air inlet to be in the closed position, so as to set the second air inlet to the closed state; Sub-step 1016: Control the air thruster at the air outlet to operate at the second target power; wherein, the second target power is the maximum operating power of the air thruster, and the air thrusters corresponding to each air flow channel operate at the second target power.

[0053] In this embodiment, for sub-steps 1014 to 1016, the extreme speed mode can correspond to high-speed driving conditions such as highway driving and driving at maximum speed. (See reference) Figure 5 , Figure 5 This diagram illustrates the airflow pattern of the vehicle when the extreme speed mode is activated. In extreme speed mode, the first baffle 15 is in the open position, and the second baffle 16 is in the closed position, resulting in the first air intake being open and the second air intake being closed. The second target power of the air thruster 2 is its maximum operating power. When the first baffle 15 is open and the air thruster 2 is operating, the airflow velocity under the vehicle increases, thereby reducing the lift coefficient, resulting in greater downforce and tire grip. The motor can then respond by outputting greater torque, increasing the vehicle's maximum acceleration and top speed.

[0054] The emergency braking mode is designed for emergency braking and short-distance braking situations. In this mode, the first baffle 15 is in the open position, the second baffle 16 is in the closed position, and the second target power of the air thruster 2 is at its maximum operating power. This increases the airflow velocity under the vehicle, thereby reducing the lift coefficient and increasing downforce. In emergency braking mode, the control of the first and second air intakes and the air thruster increases downforce, giving the tires greater grip. This increases braking resistance, reduces braking distance, and ensures vehicle safety. The emergency braking mode is automatically triggered during emergency braking without affecting the vehicle's acceleration and deceleration during normal driving. When the vehicle has multiple airflow channels, the air thruster in each channel operates at the second target power.

[0055] Optionally, if the target operating mode is a linearly stable mode, step 101 includes: Sub-step 1017: Control the movable part at the first air inlet to be in the open position so as to set the first air inlet to the open state; Sub-step 1018: Control the movable part at the second air inlet to the closed position, so as to set the second air inlet to the closed state; Sub-step 1019: Control the air thruster at the air outlet to operate at a third target power; wherein, when there is one air channel, the third target power is positively correlated with the overall slip ratio of the vehicle tires; when there are at least two air channels, the third target power of the air thruster configured in each air channel is positively correlated with the slip ratio of the vehicle tires located on the same side of the longitudinal mid-plane of the vehicle.

[0056] In this embodiment, the target operating mode is a straight-line stability mode, which can be used for conditions such as long-term straight-line driving and high-speed straight-line driving. In straight-line stability mode, the first baffle 15 can be controlled to be in the open position and the second baffle 16 to be in the closed position, so that the first air intake is open and the second air intake is closed. At this time, the power adjustment of the air thruster 2 needs to respond to the vehicle's power demand in real time, which increases the airflow velocity under the vehicle, thereby reducing the lift coefficient and giving the vehicle greater downforce. By controlling the first air intake, the second air intake, and the air thruster as described above, the phenomenon of lateral instability of the vehicle can be reduced on road surfaces with different coefficients of adhesion for the left and right wheels, such as split-wheel surfaces, or in situations with strong crosswinds.

[0057] Furthermore, the power response of the air thruster 2 can be adjusted in real time based on the tire slip ratio or the lateral force on the vehicle body. When there is only one airflow channel, the third target power of the air thruster is positively correlated with the overall slip ratio of the vehicle tires. When there are at least two airflow channels, the third target power of the air thruster configured in each airflow channel is positively correlated with the slip ratio of the vehicle tires located on the same side of the longitudinal mid-plane of the vehicle. That is, the higher the tire slip ratio, the higher the power of the air thruster on the same side. At this time, the vehicle body on that side experiences greater downforce, the tire-to-ground adhesion is enhanced, and lateral instability of the vehicle body is prevented.

[0058] Optionally, if the target operating mode is anti-roll mode, step 101 includes: Sub-step 1020: When the vehicle is turning, the movable part at the first air intake on the inside of the vehicle is controlled to be in the open position, and the movable part at the second air intake on the inside of the vehicle is controlled to be in the closed position, so as to set the first air intake on the inside of the vehicle to the open state and the second air intake on the inside of the vehicle to the closed state. Sub-step 1021: Control the movable part at the first air intake on the outside of the vehicle to the closed position, and control the movable part at the second air intake on the outside of the vehicle to the open position, so as to set the first air intake on the outside of the vehicle to the closed state and the second air intake on the outside of the vehicle to the open state. Sub-step 1022: Control the air thruster at the air outlet to operate at a fourth target power; wherein, when the slip ratio of the vehicle tires is greater than a preset threshold, the fourth target power of the air thruster is positively correlated with the slip ratio of the vehicle tires located on the same side of the longitudinal mid-plane of the vehicle.

[0059] In this embodiment, taking a left turn as an example, sub-steps 1020 to 1022 are defined as follows: the left side of the vehicle is the inner side, and the right side is the outer side; conversely, the opposite applies. The anti-roll mode can handle conditions such as high-speed steering and driving through continuous curves. (Reference) Figure 7 , Figure 7 The diagram illustrates the forces acting on the vehicle body in anti-roll mode. In anti-roll mode, if the vehicle is turning, the first baffle at the first air intake on the inner side of the vehicle is opened, and the second baffle at the second air intake on the inner side of the vehicle is closed. This controls the first air intake on the inner side of the vehicle to be open and the second air intake on the inner side of the vehicle to be closed. This control increases the airflow velocity at the bottom of the vehicle, thereby reducing the lift coefficient and resulting in greater downforce on the inner side of the vehicle. Simultaneously, the first baffle at the first air intake on the outer side of the vehicle is closed, and the second baffle at the second air intake on the outer side of the vehicle is opened. This controls the first air intake on the outer side of the vehicle to be closed and the second air intake on the outer side of the vehicle to be open. This increases the airflow velocity at the top of the vehicle, thereby increasing the lift coefficient and resulting in less downforce on the outer side of the vehicle.

[0060] Furthermore, because the vehicle body tilts during cornering, the outer wheels bear greater lateral forces, especially during high-speed cornering, making them more prone to slippage. The inner wheels, lacking sufficient grip, may also slip, particularly on wet surfaces. Therefore, in anti-roll mode, by opening the first baffle at the first air intake on the inner side of the vehicle and closing the second baffle at the second air intake on the inner side, and closing the first baffle at the first air intake on the outer side and opening the second baffle at the second air intake on the outer side, the downforce on the inner side of the vehicle is increased, while the downforce on the outer side is decreased, thus reducing the vehicle's roll angle. At this time, the fourth target power of the air thrusters 2, which operate inwards and outwards, is determined by the vehicle's current speed and the slip ratio of the tires on the same side. When the tire slip ratio exceeds a preset threshold, the greater the slip ratio, the greater the power of the air thrusters 2, resulting in greater downforce on that side of the vehicle body and enhanced tire-road adhesion.

[0061] The vehicle airflow guiding method of this application can actively realize the opening and closing of the rear airflow channel according to different actual performance requirements of the vehicle, respond to the performance requirements of the vehicle under different operating conditions, and improve the user driving experience.

[0062] Optionally, it also includes: Step 102: In response to the selection operation of the target operating mode, determine the target operating mode; Step 103: Obtain the vehicle's operating information and determine the target operating mode based on the operating information; wherein the operating information includes at least one of the vehicle's motion state, the vehicle's environmental perception signals, and the vehicle's path planning information.

[0063] In this embodiment, for steps 102 and 103, the target operating mode of the vehicle can characterize the vehicle's current motion state and performance requirements. The target operating mode can be manually selected and switched by the driver, or it can be automatically activated and switched. For example, the vehicle's operating modes may include: economy mode, high-speed mode, emergency braking mode, straight-line stability mode, anti-roll mode, etc. The driver can manually select and switch operating modes, or the operating mode can be automatically selected and switched based on the vehicle's motion state, environmental perception signals, and path planning information. The vehicle's motion state may include information such as the vehicle's current speed, tire slip ratio, and vehicle posture; the vehicle's environmental perception signals may be a set of surrounding driving environment data collected by the vehicle through onboard sensors, cameras, radar, etc., reflecting the external environmental characteristics of the vehicle, such as road type, road slope, distance and relative speed between the vehicle and vehicles in front, behind, and side obstacles, and signals such as temperature and humidity, road curvature, and lane width of the current environment; the vehicle's path planning information may be a future driving path generated by the vehicle's navigation system. By analyzing the vehicle's motion status, environmental perception signals, and path planning information, a comprehensive assessment of the vehicle's current and future states can be conducted to determine the target operating mode that matches the vehicle's current state.

[0064] For example, when the driver manually selects the current operating mode as the high-speed mode, the target operating mode is determined to be the high-speed mode in response to the driver's selection. If the vehicle automatically switches to the economy mode based on its motion status, environmental perception signals, and path planning information, the target operating mode is determined to be the economy mode. After determining the target operating mode, the airflow is adjusted according to the target operating mode to improve the vehicle's driving performance.

[0065] In summary, the vehicle airflow guiding structure of this application includes: at least one airflow channel; the airflow channel includes a first air intake disposed on the vehicle chassis, a second air intake disposed on the rear of the vehicle, and an air outlet disposed at the rear of the vehicle; movable components are respectively disposed at the first air intake and the second air intake, the movable components having a closed position covering the corresponding air intake and an open position exposing the corresponding air intake; an air thruster is disposed at the air outlet. The solution of this application, while ensuring that the original aerodynamic shape design of the vehicle remains unchanged, changes the airflow velocity on the upper or lower part of the vehicle body through the action of the airflow channel and the air thruster, thereby reducing the vehicle's exhaust vortex and reducing overall vehicle drag. By coordinating the opening and closing of the movable components at the first and second air intakes, the airflow channel is controlled to adapt to different vehicle operating conditions, meeting the driving needs under different conditions.

[0066] refer to Figure 8This application discloses a vehicle airflow guiding device 20, the device comprising: The control module 201 is used to set the movable part at the first air intake to a first target position, set the movable part at the second air intake to a second target position, and control the air thruster at the air outlet to operate at a target power according to the vehicle's target operating mode. Optionally, if the target operating mode is an economic mode, the control module includes: The first control submodule is used to control the movable part at the first air inlet to be in the closed position, so as to set the first air inlet to a closed state; The second control submodule is used to control the movable part at the second air inlet to be in the open position so as to set the second air inlet to the open state; The third control submodule is used to control the air thrusters at the air outlet to operate at a first target power; wherein the first target power is negatively correlated with the vehicle speed, and the air thrusters corresponding to each airflow channel operate at the first target power.

[0067] Optionally, if the target operating mode is a high-speed mode or an emergency braking mode, the control module includes: The fourth control submodule is used to control the movable part at the first air inlet to be in the open position so as to set the first air inlet to the open state; The fifth control submodule is used to control the movable part at the second air inlet to be in the closed position, so as to set the second air inlet to the closed state; The sixth control submodule is used to control the air thruster at the air outlet to operate at the second target power; wherein, the second target power is the maximum operating power of the air thruster, and the air thrusters corresponding to each air flow channel operate at the second target power.

[0068] Optionally, if the target operating mode is a linear stable mode, the control module includes: The seventh control submodule is used to control the movable part at the first air inlet to be in the open position so as to set the first air inlet to the open state; The eighth control submodule is used to control the movable part at the second air inlet to be in the closed position, so as to set the second air inlet to the closed state; The ninth control submodule is used to control the air thruster at the air outlet to operate at a third target power; wherein, when there is one air channel, the third target power is positively correlated with the overall slip ratio of the vehicle tires; when there are at least two air channels, the third target power of the air thruster configured in each air channel is positively correlated with the slip ratio of the vehicle tires located on the same side of the longitudinal mid-plane of the vehicle.

[0069] Optionally, the control module includes: The tenth control submodule is used to control the movable part at the first air intake on the inside of the vehicle to be in the open position and control the movable part at the second air intake on the inside of the vehicle to be in the closed position when the vehicle is turning, so as to set the first air intake on the inside of the vehicle to the open state and the second air intake on the inside of the vehicle to the closed state. The eleventh control submodule is used to control the movable part at the first air intake on the outside of the vehicle to be in the closed position and to control the movable part at the second air intake on the outside of the vehicle to be in the open position, so as to set the first air intake on the outside of the vehicle to the closed state and the second air intake on the outside of the vehicle to the open state. The twelfth control submodule is used to control the air thruster at the air outlet to operate at a fourth target power; wherein, when the slip ratio of the vehicle tires is greater than a preset threshold, the fourth target power of the air thruster is positively correlated with the slip ratio of the vehicle tires located on the same side of the longitudinal mid-plane of the vehicle.

[0070] Optionally, the device further includes: The first determining module is configured to determine the target operating mode in response to a selection operation of the target operating mode; Alternatively, a second determining module is configured to acquire the vehicle's operating information and determine the target operating mode based on the operating information; wherein the operating information includes at least one of the vehicle's motion state, the vehicle's environmental perception signals, and the vehicle's path planning information.

[0071] In summary, the vehicle airflow guiding structure of this application includes: at least one airflow channel; the airflow channel includes a first air intake disposed on the vehicle chassis, a second air intake disposed on the rear of the vehicle, and an air outlet disposed at the rear of the vehicle; movable components are respectively disposed at the first air intake and the second air intake, the movable components having a closed position covering the corresponding air intake and an open position exposing the corresponding air intake; an air thruster is disposed at the air outlet. The solution of this application, while ensuring that the original aerodynamic shape design of the vehicle remains unchanged, changes the airflow velocity on the upper or lower part of the vehicle body through the action of the airflow channel and the air thruster, thereby reducing the vehicle's exhaust vortex and reducing overall vehicle drag. By coordinating the opening and closing of the movable components at the first and second air intakes, the airflow channel is controlled to adapt to different vehicle operating conditions, meeting the driving needs under different conditions.

[0072] This invention also provides an electronic device, such as... Figure 9 As shown, it includes a processor 801, a communication interface 802, a memory 803, and a communication bus 804, wherein the processor 801, the communication interface 802, and the memory 803 communicate with each other through the communication bus 804.

[0073] The memory 803 is used to store computer programs.

[0074] When processor 801 executes a program stored in memory 803, it performs the following steps: According to the vehicle's target operating mode, the movable part at the first air intake is set to the first target position, the movable part at the second air intake is set to the second target position, and the air thruster at the air outlet is controlled to operate at the target power. The processor 801 can also implement other steps in the above-mentioned vehicle airflow guiding method, which will not be described in detail here.

[0075] The communication bus mentioned in the above electronic devices can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not indicate that there is only one bus or one type of bus.

[0076] The communication interface is used for communication between the aforementioned electronic devices and other devices.

[0077] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0078] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0079] In another embodiment of the present invention, a computer-readable storage medium is also provided, which stores computer instructions that, when executed on a processor, cause the processor to perform a vehicle airflow guiding method.

[0080] In another embodiment of the present invention, a computer program product is also provided, which includes a computer program that, when run on a computer, causes the computer to perform a vehicle airflow guiding method.

[0081] In the above embodiments, implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of the present invention are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid state disk (SSD)).

[0082] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0083] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. For embodiments of devices, electronic devices, computer-readable storage media, and computer program products containing instructions, the descriptions are relatively simple because they are basically similar to the method embodiments; relevant parts can be referred to the descriptions of the method embodiments.

[0084] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention are included within the scope of protection of the present invention.

Claims

1. A vehicle airflow guiding structure, characterized in that, include: At least one airflow channel; The airflow channel includes a first air inlet disposed on the vehicle chassis, a second air inlet disposed on the rear of the vehicle, and an air outlet disposed at the rear of the vehicle. Movable components are provided at the first air inlet and the second air inlet respectively. The movable components have a closed position that covers the corresponding air inlet and an open position that exposes the corresponding air inlet. An air thruster is installed at the air outlet.

2. The structure according to claim 1, characterized in that, include: At least two airflow channels; the at least two airflow channels are symmetrically distributed on both sides of the longitudinal mid-plane of the vehicle with the longitudinal mid-plane as the plane of symmetry.

3. The structure according to claim 1, characterized in that, The movable part at the first air inlet is a first baffle; the movable part at the second air inlet is a second baffle.

4. The structure according to any one of claims 1 to 3, characterized in that, Both the first air inlet and the second air inlet are connected to the same air outlet.

5. The structure according to any one of claims 1 to 3, characterized in that, The air outlet includes a first air outlet and a second air outlet; The first air inlet is connected to the first air outlet; The second air inlet is connected to the second air outlet.

6. A method for guiding airflow in a vehicle, characterized in that, Applied to the vehicle airflow guiding structure as described in any one of claims 1-5, the method includes: According to the vehicle's target operating mode, the movable part at the first air intake is set to the first target position, the movable part at the second air intake is set to the second target position, and the air thruster at the air outlet is controlled to operate at the target power.

7. The method according to claim 6, characterized in that, If the target operating mode is an economy mode, the steps of setting the movable part at the first air intake to a first target position, setting the movable part at the second air intake to a second target position, and controlling the air thruster at the air outlet to operate at a target power, according to the vehicle's target operating mode, include: The movable part at the first air inlet is controlled to be in the closed position so as to set the first air inlet to a closed state; The movable part at the second air inlet is controlled to be in the open position so that the second air inlet is set to the open state; The air thrusters at the air outlet are controlled to operate at a first target power; wherein the first target power is negatively correlated with the vehicle speed, and the air thrusters corresponding to each airflow channel operate at the first target power.

8. The method according to claim 6, characterized in that, If the target operating mode is a high-speed mode or an emergency braking mode, the steps of setting the movable part at the first air intake to a first target position, setting the movable part at the second air intake to a second target position, and controlling the air thruster at the air outlet to operate at a target power, according to the vehicle's target operating mode, include: The movable part at the first air inlet is controlled to be in the open position so as to set the first air inlet to the open state; The movable part at the second air inlet is controlled to be in the closed position so as to set the second air inlet to a closed state; The air thrusters at the air outlet are controlled to operate at a second target power; wherein, the second target power is the maximum operating power of the air thrusters, and the air thrusters corresponding to each airflow channel operate at the second target power.

9. The method according to claim 6, characterized in that, If the target operating mode is a linear stability mode, the steps of setting the movable part at the first air intake to a first target position, setting the movable part at the second air intake to a second target position, and controlling the air thruster at the air outlet to operate at the target power, according to the vehicle's target operating mode, include: The movable part at the first air inlet is controlled to be in the open position so as to set the first air inlet to the open state; The movable part at the second air inlet is controlled to be in the closed position so as to set the second air inlet to a closed state; The air thruster at the air outlet is controlled to operate at a third target power; wherein, when there is one air channel, the third target power is positively correlated with the overall slip ratio of the vehicle tires, and when there are at least two air channels, the third target power of the air thruster configured in each air channel is positively correlated with the slip ratio of the vehicle tires located on the same side of the longitudinal mid-plane of the vehicle.

10. The method according to claim 6, characterized in that, If the target operating mode is an anti-roll mode, the steps of setting the movable part at the first air intake to a first target position, setting the movable part at the second air intake to a second target position, and controlling the air thruster at the air outlet to operate at a target power, according to the vehicle's target operating mode, include: When the vehicle is turning, the movable part at the first air intake on the inside of the vehicle is controlled to be in the open position, and the movable part at the second air intake on the inside of the vehicle is controlled to be in the closed position, so that the first air intake on the inside of the vehicle is set to the open state and the second air intake on the inside of the vehicle is set to the closed state. The movable part at the first air intake on the outside of the vehicle is controlled to be in the closed position, and the movable part at the second air intake on the outside of the vehicle is controlled to be in the open position, so that the first air intake on the outside of the vehicle is set to the closed state and the second air intake on the outside of the vehicle is set to the open state. The air thruster at the air outlet is controlled to operate at a fourth target power; wherein, when the slip ratio of the vehicle tires is greater than a preset threshold, the fourth target power of the air thruster is positively correlated with the slip ratio of the vehicle tires located on the same side of the longitudinal mid-plane of the vehicle.

11. The method according to claim 6, characterized in that, The method further includes: In response to the selection operation of the target operating mode, the target operating mode is determined; Alternatively, the vehicle's operating information can be obtained, and the target operating mode can be determined based on the operating information; wherein the operating information includes at least one of the vehicle's motion state, the vehicle's environmental perception signals, and the vehicle's path planning information.

12. A vehicle, characterized in that, The vehicle includes a vehicle airflow guiding structure as described in any one of claims 1-5.

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