Vehicle body attitude control method, device and equipment, medium and vehicle
By collecting real-time vehicle suspension information and driving intentions, the rear wing angle is dynamically adjusted, solving the problem of mismatch between rear wing angle adjustment and vehicle attitude in existing technologies, and achieving precise control of vehicle attitude and improved stability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-02-12
- Publication Date
- 2026-03-27
AI Technical Summary
Existing rear wing angle adjustment technology fails to accurately match the suspension status of different vehicles, resulting in inaccurate vehicle attitude control, inability to adapt to complex driving conditions, and poor versatility.
By collecting real-time information such as vehicle suspension, pedal signals, and vehicle speed, and based on a preset rear wing angle control strategy, the rear wing angle is dynamically adjusted to adapt to different vehicle models and suspension types. Combined with suspension height and driving intention, the adaptive adjustment of the rear wing angle is achieved.
It achieves precise control over vehicle body posture, adapts to different vehicle models, and improves vehicle stability and handling performance under complex driving conditions.
Smart Images
Figure CN121734529A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the field of vehicles, in particular to a vehicle body posture control method, device, equipment, medium and vehicle. BACKGROUND
[0002] With the continuous upgrading of automobile power performance and the increasing demand for driving on complex road conditions, tail wing angle adjustment technology has become a key means to optimize vehicle driving stability and handling performance.
[0003] The existing vehicle body control method based on adjusting the tail wing angle mainly adjusts the tail wing angle based on the pedal depth, vehicle speed and acceleration to improve the braking force of the vehicle. However, due to the inherent difference in the hardness of the suspension of different vehicles, even the same vehicle model will cause fluctuations in the suspension state due to different loads and different driving modes. The existing technology does not include suspension data in the tail wing angle control logic, resulting in a mismatch between the tail wing angle adjustment and the actual driving posture of the vehicle, and the inability to achieve precise control of the vehicle body posture.
[0004] In summary, how to achieve precise control of the vehicle body posture is a technical problem to be solved. SUMMARY
[0005] The present application provides a vehicle body posture control method, device, equipment, medium and vehicle to achieve precise control of the vehicle body posture and adapt to different vehicle models.
[0006] In a first aspect, the embodiments of the present application provide a vehicle body posture control method, comprising:
[0007] During vehicle driving, the vehicle speed, front frame height, rear frame height and pedal signal of the vehicle are collected;
[0008] Based on a preset tail wing angle control strategy, the pedal signal, the vehicle speed, the front frame height and the rear frame height, a target tail wing angle is determined, and the tail wing angle control strategy includes the tail wing angle of the vehicle at different vehicle speeds, front and rear frame height differences and driving intentions;
[0009] The tail wing of the vehicle is controlled to open to the target tail wing angle.
[0010] In a possible implementation, the target tail wing angle is determined based on the preset tail wing angle control strategy, the pedal signal, the vehicle speed, the front frame height and the rear frame height, comprising:
[0011] Based on the pedal signal, the driving intention and pedal depth of the driver are determined;
[0012] calculating a difference between the front frame height and the rear frame height to obtain a front-rear frame height difference;
[0013] determining the target tail wing angle according to the vehicle speed, the driving intention, the front-rear frame height difference, the pedal depth, and a tail wing angle control strategy.
[0014] In a possible implementation, the collecting the vehicle speed, the front frame height, the rear frame height, and the pedal signal includes:
[0015] The vehicle speed, the front frame height, the rear frame height, and the pedal signal are collected when a body posture maintaining function or an auxiliary braking function of the vehicle is turned on.
[0016] In a possible implementation, before the collecting the vehicle speed, the front frame height, the rear frame height, and the pedal signal during the driving of the vehicle, the method further includes:
[0017] obtaining a static height difference between the front frame height and the rear frame height of the vehicle when the vehicle is in an empty load and static state;
[0018] calculating a tail wing compensation angle according to the static height difference;
[0019] controlling the tail wing of the vehicle according to the tail wing compensation angle to make the front frame height and the rear frame height of the vehicle consistent.
[0020] In a possible implementation, the determining the target tail wing angle according to the vehicle speed, the driving intention, the front-rear frame height difference, the pedal depth, and the tail wing angle control strategy includes:
[0021] when the driving intention is deceleration, if the vehicle speed is less than or equal to a first preset speed threshold, the front-rear frame height difference is greater than or equal to a first preset height threshold, and the pedal depth is less than or equal to a first preset depth threshold, determining the target tail wing angle as a first tail wing angle;
[0022] if the vehicle speed is greater than the first preset speed threshold and less than or equal to a second preset speed threshold, the front-rear frame height difference is greater than or equal to the first preset height threshold, and the pedal depth is less than or equal to the first preset depth threshold, determining the target tail wing angle as a second tail wing angle;
[0023] determining the target tail wing angle as a third tail wing angle, if the vehicle speed is greater than the second preset speed threshold, the front-rear vehicle frame height difference is greater than or equal to the first preset height threshold, and the pedal depth is less than or equal to the first preset depth threshold, or determining the target tail wing angle as the sixth tail wing angle, if the pedal depth is greater than the second preset depth threshold;
[0024] wherein the first preset speed threshold is less than the second preset speed threshold, the first tail wing angle is less than the second tail wing angle, and the second tail wing angle is less than the third tail wing angle.
[0025] In a possible implementation, the determining the target tail wing angle according to the vehicle speed, the driving intention, the front-rear vehicle frame height difference, the pedal depth, and the tail wing angle control strategy comprises:
[0026] if the driving intention is acceleration, and the vehicle speed is less than or equal to a third preset speed threshold, the front-rear vehicle frame height difference is greater than or equal to a second preset height threshold, and the pedal depth is less than or equal to a second preset depth threshold, determining the target tail wing angle as a current tail wing angle of the vehicle;
[0027] if the vehicle speed is greater than the third preset speed threshold and less than or equal to a fourth preset speed threshold, the front-rear vehicle frame height difference is greater than or equal to the second preset height threshold, and the pedal depth is less than or equal to the second preset depth threshold, determining the target tail wing angle as a fourth tail wing angle;
[0028] if the vehicle speed is greater than the fourth preset speed threshold, the front-rear vehicle frame height difference is greater than or equal to the second preset height threshold, and the pedal depth is less than or equal to the second preset depth threshold, determining the target tail wing angle as a fifth tail wing angle;
[0029] if the pedal depth is greater than the second preset depth threshold, determining the target tail wing angle as a sixth tail wing angle;
[0030] wherein the third preset speed threshold is less than the fourth preset speed threshold, the fifth tail wing angle is less than the fourth tail wing angle, and the fourth tail wing angle is less than the sixth tail wing angle.
[0031] In a second aspect, the embodiments of the present application provide a vehicle body posture control device, comprising:
[0032] a first processing module, configured to collect a vehicle speed, a front vehicle frame height, a rear vehicle frame height, and a pedal signal of the vehicle during vehicle driving;
[0033] a second processing module configured to determine a target tail wing angle based on a preset tail wing angle control strategy, the pedal signal, the vehicle speed, the front vehicle frame height, and the rear vehicle frame height, the tail wing angle control strategy including tail wing angles of the vehicle at different vehicle speeds, front-rear vehicle frame height differences, and driving intentions;
[0034] a third processing module configured to control the tail wing of the vehicle to open to the target tail wing angle.
[0035] In a third aspect, an embodiment of the present application provides an electronic device, including a memory and a processor.
[0036] The memory stores computer execution instructions.
[0037] The processor executes the computer execution instructions stored in the memory, so that the processor executes the first aspect and / or various possible implementation manners of the first aspect.
[0038] In a fourth aspect, an embodiment of the present application provides a computer readable storage medium, the computer readable storage medium stores computer execution instructions, and the computer execution instructions are executed by a processor to implement the first aspect and / or various possible implementation manners of the first aspect.
[0039] In a fifth aspect, an embodiment of the present application provides a vehicle, including a vehicle body and a controller, and the controller is configured to execute the first aspect and / or various possible implementation manners of the first aspect.
[0040] The vehicle body posture control method, device, equipment, medium, and vehicle provided by the present application can collect the vehicle speed, the front vehicle frame height, the rear vehicle frame height, and the pedal signal during the driving of the vehicle, and determine the target tail wing angle based on the preset tail wing angle control strategy and the driving parameters and suspension information, wherein the tail wing angle control strategy includes tail wing angles of the vehicle at different vehicle speeds, front-rear vehicle frame height differences, and driving intentions. Finally, the tail wing of the vehicle is controlled to open to the target tail wing angle. Through the above method, the dynamic adaptive adjustment of the tail wing angle is realized, which breaks through the limitation of the traditional tail wing system that only relies on driving parameters such as vehicle speed and pedal depth, can meet the demand for vehicle body posture stability control under complex driving conditions, and is suitable for different vehicle models and suspension types. BRIEF DESCRIPTION OF DRAWINGS
[0041] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.
[0042] Figure 1 Flowchart of a vehicle body posture control method provided by the present application Figure 1 ;
[0043] Figure 2 A flowchart of a vehicle body posture control method provided for the present application Figure 2 ;
[0044] Figure 3 A schematic diagram of a vehicle suspension height provided for the present application
[0045] Figure 4 A structural schematic diagram of a vehicle body posture control device provided for the present application
[0046] Figure 5 A structural schematic diagram of an electronic device provided for the present application
[0047] The specific embodiments of the present application have been shown through the above-described drawings, and will be described in more detail hereinafter. These drawings and written descriptions are not intended to limit the scope of the concept of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION
[0048] The exemplary embodiments will be described in detail herein with reference to the accompanying drawings. In the following description, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the present application as detailed in the appended claims.
[0049] First, the application background of the present application is explained as follows:
[0050] In the field of modern intelligent driving and high-performance vehicles, vehicle body posture control is an important technical direction to improve driving safety and comfort. Among them, the tail wing angle adjustment technology has become a key means to optimize the driving stability and handling performance of vehicles. The core is to change the deflection angle of the tail wing, and use the principle of aerodynamics to optimize the driving stability and handling performance of vehicles.
[0051] Specifically, when the vehicle is in high-speed driving conditions, the tail wing control system controls the tail wing angle to decrease. At this time, the tail wing presents a structure similar to a reverse wing. The air flow speed flowing through the upper surface of the tail wing during vehicle driving will be higher than that of the lower surface. According to Bernoulli's principle, the difference in air flow speed will form a pressure difference between the upper and lower surfaces. The high pressure on the lower surface of the tail wing will generate a vertical downward force on the tail of the vehicle, that is, the downward force. This downward force can effectively enhance the adhesion between the vehicle tires and the ground, avoid the problem of tire grip force reduction caused by air lift during high-speed driving, and thus improve the handling stability of the vehicle when driving at high speed. Turn and lane change.
[0052] When the vehicle is in the emergency deceleration driving condition, the tail wing control system controls the tail wing angle to increase, so that the windward area of the tail wing is significantly increased. At this time, the air flow generated by the vehicle driving directly impacts the windward surface of the tail wing, forming air resistance opposite to the driving direction of the vehicle. The air resistance can assist the vehicle braking system to improve the braking force and shorten the braking distance of the vehicle. At the same time, the air resistance can also balance the vehicle body posture during braking, avoiding the risk of braking deviation or spinout caused by the vehicle head diving and the vehicle tail lifting.
[0053] The existing vehicle body control method based on adjusting the tail wing angle mainly takes the pedal depth, vehicle speed and acceleration as the basis to improve the vehicle braking force by adjusting the tail wing angle. However, due to different suspension types (such as multi-link, MacPherson, air suspension, etc.) and different suspension stiffness of different vehicles, even the same vehicle model will have different suspension states due to different loads and driving modes. However, the existing technology does not collect the suspension information of the vehicle. On the one hand, it leads to a mismatch between the tail wing angle adjustment and the actual driving posture of the vehicle, and cannot achieve precise control of the vehicle body posture. On the other hand, if the existing technology is used to achieve precise control of the vehicle body posture, separate hardware and software adaptation is required for each suspension type and vehicle model, which greatly reduces the universality of the technical solution.
[0054] In addition, the existing vehicle body control method based on adjusting the tail wing angle can only enhance the vehicle braking force by adjusting the tail wing angle, and cannot assist in maintaining the vehicle body posture by precisely controlling the tail wing to press down the rear of the vehicle. Even it cannot solve the "violent nodding" phenomenon of the vehicle during high-speed braking, and it is difficult to meet the demand for stable control of the vehicle body posture under complex driving conditions.
[0055] Therefore, it is a technical problem to be solved to provide a vehicle body control method that can achieve precise control of the vehicle body posture and adapt to different vehicle models.
[0056] Based on the above technical problems, the inventors found that by collecting the suspension information, pedal signal, vehicle speed and the like of the vehicle in real time through the central domain controller of the vehicle, and based on the preset tail wing angle control strategy, the tail wing control module drives the electric tail wing actuator to give corresponding tail wing angle compensation. This can break through the limitation of traditional tail wing systems that only rely on driving parameters such as vehicle speed and pedal depth, achieve precise control of the vehicle body posture, and adapt to different vehicle models and suspension types. Based on this, the present application provides a vehicle body posture control method, device, equipment, medium and vehicle.
[0057] The technical solutions of the present application and how the technical solutions of the present application solve the above technical problems will be described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes can not be described again in some embodiments. The embodiments of the present application will be described below with reference to the drawings.
[0058] Figure 1 Flowchart of a vehicle body posture control method provided by the present application Figure 1 As shown in the figure, the method comprises: Figure 1
[0059] S101: During vehicle driving, the vehicle speed, the front frame height, the rear frame height and the pedal signal are collected.
[0060] It can be understood that the vehicle speed refers to the distance traveled by the vehicle in a unit of time, which is a core parameter reflecting the motion state of the vehicle; the front frame height and the rear frame height refer to the vertical distance between the front frame and the rear frame of the vehicle and the ground, and the change in the numerical value can directly reflect the compression amount of the suspension, the support stiffness and the real-time situation of the vehicle body posture; the pedal signal refers to the depth and speed of the brake pedal or the accelerator pedal, etc. The electrical signal is used to accurately predict the driving intention of the driver to decelerate or accelerate.
[0061] In one possible implementation, when the vehicle body posture maintaining function or the auxiliary braking function of the vehicle is turned on (or different driving modes of the vehicle, such as sport mode / comfort mode), the vehicle speed, the front frame height, the rear frame height and the pedal signal are collected.
[0062] The vehicle body posture maintaining function refers to a control function of changing the tail down pressure by adjusting the tail wing angle to suppress the posture changes such as nodding, lifting and rolling of the vehicle during driving to maintain the stability of the vehicle body; the auxiliary braking function refers to a function of increasing the windward area by increasing the tail wing angle to use air resistance to assist the vehicle braking system to improve the braking effect and shorten the braking distance. That is, the vehicle body posture control method provided by the present application breaks through the functional limitation of the existing tail wing control method which can only enhance the braking force, and can not only increase the windward area by adjusting the tail wing angle to provide auxiliary braking force, but also dynamically adjust the tail wing angle in combination with the suspension information to assist in maintaining the vehicle body posture by controlling the tail down pressure.
[0063] Specifically, the vehicle speed is usually acquired by wheel speed sensors installed on the wheels of the vehicle, which calculate the real-time driving speed of the vehicle by monitoring the number of revolutions of the wheels and combining the wheel circumference, and transmitted to the core processing unit of the vehicle, i.e. the central domain controller, through the Controller Area Network (CAN) bus / Local Interconnect Network (LIN) bus or Ethernet, etc. The front and rear frame heights need to rely on height sensors such as Hall height sensors or ultrasonic height sensors installed near the front and rear suspensions of the vehicle, which can monitor the vertical distance between the frame and the ground in real time. When the vehicle load changes, drives on a bumpy road or the driver switches the driving mode, the suspension will compress or rebound, thereby causing the front or rear frame height to change, and the height sensor will convert the height change into an electrical signal and transmit it to the central domain controller. The pedal signal is collected by position sensors or pressure sensors integrated in the brake pedal and accelerator pedal. When the driver steps on the pedal, the sensor will generate a corresponding electrical signal according to the depth and speed of the pedal and transmit it to the central domain controller.
[0064] The central domain controller realizes the basic perception link of adaptive adjustment of the tail wing angle by collecting driving parameters and suspension information during vehicle driving, so as to provide comprehensive and accurate state basis for subsequent control strategies.
[0065] S102: Based on the preset tail wing angle control strategy, the pedal signal, the vehicle speed, the front frame height and the rear frame height, the target tail wing angle is determined. The tail wing angle control strategy includes the tail wing angle of the vehicle under different vehicle speeds, front and rear frame height differences and driving intentions.
[0066] In this step, the tail wing angle control strategy refers to the pre-calibrated algorithm rules and parameter mapping table used to guide the adjustment of the tail wing angle, and its core is to establish the corresponding relationship between the vehicle speed, suspension state, driver intention and target tail wing angle. Among them, the driver intention refers to the driver's operation purpose determined by the pedal signal, such as deceleration, acceleration, etc.
[0067] In one possible implementation, based on the preset tail wing angle control strategy, the pedal signal, the vehicle speed, the front frame height and the rear frame height, the target tail wing angle is determined, specifically including:
[0068] (1) Based on the pedal signal, the driver's driving intention and pedal depth are determined.
[0069] As mentioned in S101, the position sensor or pressure sensor integrated inside the brake pedal and accelerator pedal collects data such as pedal stroke, pedal speed, and pedal pressure in real time. When the driver steps on the pedal, the mechanical displacement of the pedal shaft will cause the magnetic element in the sensor to change position, thereby outputting a voltage signal proportional to the pedal stroke (usually a linear voltage of 0.5V~4.5V). Then, by pre-calibrating the full range of the pedal from the initial position to the maximum stroke, combined with the voltage signal, the current pedal depth, i.e. the percentage of the actual stroke to the maximum stroke, is calculated. For example, when the pedal is fully depressed, the depth is 100%, and when it is fully released, the depth is 0%. When the pedal stroke reaches exactly half of the full range, the depth is 50%.
[0070] The driving intention is determined by the pedal depth, pedal speed, and pedal type. For example, if the brake pedal signal is collected, when the pedal depth is small and the pedal speed is smooth, the driving intention is determined to be smooth deceleration. When the pedal depth exceeds the preset threshold and the pedal speed is fast, the driving intention is determined to be rapid deceleration. If the accelerator pedal signal is collected, when the pedal depth gradually increases and the pedal speed is smooth, the driving intention is determined to be smooth acceleration. When the pedal depth instantaneously reaches a large value and the pedal speed is extremely fast, the driving intention is determined to be rapid acceleration.
[0071] By determining the driving intention and pedal depth of the driver based on the pedal signal, the driver's operation behavior can be accurately quantified and the intention can be predicted, ensuring that the tail wing angle adjustment strategy can respond to different driving needs in real time, effectively improving the coordination between tail wing angle adjustment and driver operation, and providing reliable decision basis for the accurate determination of the target tail wing angle.
[0072] (2) Calculate the difference between the front frame height and the rear frame height to obtain the front-rear frame height difference.
[0073] The difference between the front frame height and the rear frame height is a key parameter for quantifying the vehicle body posture (such as nodding when braking, lifting when accelerating) and the real-time compression or rebound state of the suspension. The sign and absolute value of the difference can directly reflect the inclination direction and degree of the vehicle body. Specifically, if the front frame height is less than the rear frame height, the difference is negative, corresponding to the "nodding" posture of the front suspension compression and the rear suspension rebound when the vehicle brakes. If the front frame height is greater than the rear frame height, the difference is positive, corresponding to the "lifting" posture of the front suspension rebound and the rear suspension compression when the vehicle accelerates. The larger the absolute value of the difference, the more obvious the inclination of the vehicle body, and the more intense the fluctuation of the suspension state. By calculating the front-rear frame height difference, a key suspension state basis is provided for determining the target tail wing angle in combination with multiple parameters.
[0074] (3) Determine the target tail wing angle based on vehicle speed, driving intention, height difference between front and rear frames, pedal depth and tail wing angle control strategy.
[0075] As mentioned above, the preset rear wing angle control strategy was established through bench testing and real vehicle calibration. It includes the mapping relationship of rear wing angles under different vehicle speed ranges, driving intention types, front and rear frame height differences, and pedal depths. It can achieve full coverage of complex driving conditions, so that the final determined target rear wing angle can not only respond to the driver's operation needs, but also actively adapt to the vehicle's real-time body posture and suspension status, realize adaptive adjustment of the rear wing angle, and ultimately improve the vehicle's driving stability and handling.
[0076] S103: Control the vehicle's rear wing to open to the target rear wing angle.
[0077] Specifically, the rear wing control module receives the target rear wing angle determined by the central domain controller sensor, drives the electric rear wing actuator to open the vehicle's rear wing to the target angle, and feeds back the execution status (angle / fault code) to the central domain controller. The electric rear wing actuator, as a high-precision motor drive mechanism, is capable of achieving... ~ Stepless angle adjustment.
[0078] The vehicle attitude control method provided in this application collects vehicle speed, front frame height, rear frame height, and pedal signals in real time during vehicle operation. Then, based on a preset rear wing angle control strategy, and combined with the driving intention and pedal depth parsed from the pedal signals, the calculated difference in front and rear frame heights, and the real-time vehicle speed, a target rear wing angle is comprehensively determined. Finally, the vehicle's rear wing is adjusted to this target angle. This method overcomes the limitation of existing rear wing control methods that only enhance braking force, achieving adaptive adjustment of the rear wing angle. It effectively suppresses vehicle attitude changes such as "nose-diving" during braking and "nose-lifting" during acceleration. Simultaneously, it solves the problem of poor universality of rear wing control under different suspension types, vehicle models, and loads, ultimately comprehensively improving the vehicle's driving stability and handling performance under complex driving conditions.
[0079] Figure 2 A flowchart illustrating a vehicle body attitude control method provided in this application. Figure 2 ,like Figure 1 As shown, in Figure 3 Based on the embodiment, prior to S101, the vehicle body attitude control method further includes:
[0080] S201: When the vehicle is unloaded and stationary, obtain the static height difference between the height of the front frame and the height of the rear frame of the vehicle.
[0081] The vehicle attitude control method provided in this application can customize parameters for different vehicles based on fixed calibration parameters and suspension information, using a base vehicle model as a benchmark, to accurately adapt to different vehicles. Specifically, when applying this vehicle attitude control method to different vehicles, the optimal rear wing angle of the base vehicle model under ideal conditions (unloaded and stationary) must first be determined. Here, "unloaded" means the vehicle is not carrying passengers, cargo, or other additional loads, maintaining only the basic weight of the vehicle at the time of manufacture; "stationary" means the vehicle is parked on a level, solid surface to avoid factors such as road slope and vehicle movement affecting the accuracy of the chassis height data acquisition.
[0082] Figure 3 This application provides a schematic diagram of a vehicle suspension height, as shown below. Figure 3 As shown, the front frame height of the vehicle is L1, and the rear frame height is L2. The static height difference between the front and rear frame heights is L1 - L2. It should be noted that in the base model, L1 = L2. As the basic platform for calibrating the rear wing angle control strategy parameters, the base model's suspension type, component assembly, and unloaded weight are all in the ideal state preset by the design. L1 = L2 ensures a perfectly level body posture, providing a unified reference benchmark for calculating the suspension height difference between different vehicles. This ensures that subsequent adjustments to the compensation angle allow the rear wing angle of other vehicles to be adapted to the ideal state consistent with the base model.
[0083] S202: The tail fin compensation angle is calculated based on the static height difference.
[0084] like Figure 4 As shown, the tail fin compensation angle This method ensures that the angle between the rear wing and the horizontal plane is consistent with the reference angle of the base vehicle model. This eliminates the angle deviation caused by the inconsistency of suspension height and assembly tolerance between different vehicles, and also makes the aerodynamic effect of the rear wing match the calibration effect of the base vehicle model. This achieves precise adaptation of the vehicle body attitude control method provided in this application to each vehicle, and ensures that all vehicles using this vehicle body attitude control method can achieve precise control of the vehicle body attitude.
[0085] Specifically, The calculation is performed based on the mapping relationship between the stationary height difference and the rear wing compensation angle, which was determined in advance through bench testing and real-vehicle verification of the base model. For example, it is assumed that for every 1mm change in stationary height difference, the corresponding rear wing compensation angle... Adjustment is required For example, if the stationary height difference is determined to be L1-L2=2mm through S201, then... It should be noted that, The adjustable design aims to maintain a consistent angle between the rear wing and the horizontal plane on different vehicles, thereby achieving precise fit and eliminating assembly errors.
[0086] S203: Control the vehicle's rear wing according to the rear wing compensation angle to make the height of the vehicle's front frame and rear frame the same.
[0087] After determining the tail wing compensation angle Then, the central domain controller sends it to the tail fin control module, which receives it. It drives the electric rear wing actuator to adjust the rear wing to the target position that includes the compensation angle. At this time, the angle between the rear wing and the horizontal plane will change accordingly, thereby changing the magnitude of the downforce on the rear of the vehicle when it is moving or stationary.
[0088] Specifically, if the static height difference is negative, the vehicle body tends to "nod" forward, then... Increasing the angle between the rear wing and the horizontal plane increases downforce at the rear, causing the rear suspension to compress, thereby raising the front frame and lowering the rear frame, making L1=L2; if the stationary height difference is positive, the vehicle body tends to "lift up" (then by...). Reducing the angle between the rear wing and the horizontal plane lowers the downforce at the rear, prompting the rear suspension to rebound. This, in turn, lowers the front frame and raises the rear frame, making L1 equal to L2. By controlling the vehicle's rear wing according to its compensation angle, the height of the front and rear frames is made consistent. This quickly eliminates body posture deviations caused by suspension differences and assembly errors between different vehicles, ensuring that all vehicles achieve a level body posture consistent with the base model after self-calibration. This provides a unified and precise benchmark for adaptive adjustment of the rear wing angle during subsequent driving.
[0089] The vehicle body attitude control method provided in this application obtains the static height difference between the front and rear frame heights when the vehicle is unloaded and stationary. Then, it calculates the rear wing compensation angle based on a pre-calibrated mapping relationship between the static height difference and the rear wing compensation angle. Finally, it controls the vehicle's rear wing according to this compensation angle to ensure that the front and rear frame heights are consistent, achieving parameter customization based on a base model (an ideal model where L1=L2 when unloaded and stationary). This method ensures that different vehicles achieve a level body attitude consistent with the base model after self-calibration, providing a unified and accurate benchmark for adaptive adjustment of the rear wing angle during subsequent driving. It also eliminates rear wing angle deviations caused by inconsistent suspension heights and assembly tolerances between different vehicles, further improving the accuracy of vehicle body attitude control and driving stability under complex driving conditions.
[0090] Based on the above embodiments, the target rear wing angle is determined according to vehicle speed, driving intention, the height difference between the front and rear chassis, pedal depth, and the rear wing angle control strategy, specifically including:
[0091] It can be determined according to what is mentioned in S102 that the driving intention of the driver is to decelerate. When the driving intention is to decelerate, the vehicle speed is v, the height of the front frame is L1, and the height of the rear frame is L2 (it should be noted that both L1 and L2 refer to the suspension height of the vehicle during uniform driving, and L1 = L2 has been calibrated before driving), and the depth of the brake pedal is B (the pedal depth only reflects the user's intention and is not used as a reference for the vehicle body posture), determining the target wing angle includes:
[0092] (1) If the vehicle speed is less than or equal to the first preset speed threshold, the height difference between the front and rear frames is greater than or equal to the first preset height threshold, and the pedal depth is less than or equal to the first preset depth threshold, then determine the target wing angle as the first wing angle.
[0093] In this case, the driver lightly steps on the brake. The first preset speed threshold is usually the speed threshold for low-speed driving scenarios such as urban congestion sections or residential roads. The first preset height threshold is the critical value for determining that the vehicle body shows obvious inclination, such as mild "nodding" (deceleration intention). The first preset depth threshold corresponds to the operating amplitude of the driver gently stepping on the pedal.
[0094] At low speeds, the aerodynamic influence on the vehicle is weak, and the wing adjustment focuses more on posture correction. Exemplarily, if v ≤ 40 km / h, L2 - L1 ≥ 5 cm, and B ≤ 60%, then determine the target wing angle as (the first wing angle). This target wing angle can suppress the vehicle body inclination through the downward force at the rear, and will not increase the additional resistance during low-speed driving due to too large an angle, ensuring the vehicle body stability and driving smoothness in low-speed scenarios.
[0095] (2) If the vehicle speed is greater than the first preset speed threshold and less than or equal to the second preset speed threshold, the height difference between the front and rear frames is greater than or equal to the first preset height threshold, and the pedal depth is less than or equal to the first preset depth threshold, then determine the target wing angle as the second wing angle.
[0096] In this case, the vehicle speed is greater than the first preset speed threshold and less than or equal to the second preset speed threshold. At this time, the vehicle is usually in the medium-speed deceleration working condition of normal driving on urban roads. When driving at medium speed and decelerating, the aerodynamic influence on the vehicle gradually increases, and the wing angle needs to balance both posture adjustment and wind resistance control. Exemplarily, if 40 km / h < v ≤ 80 km / h, L2 - L1 ≥ 5 cm, and B ≤ 60%, then determine the target wing angle as (the second wing angle). This target wing angle can suppress the vehicle body inclination through the downward force at the rear, and will not increase the wind resistance during medium-speed deceleration driving due to too large an angle, balancing the vehicle body stability and driving economy.
[0097] (3) If the vehicle speed is greater than the second preset speed threshold, the height difference between the front and rear frames is greater than or equal to the first preset height threshold, and the pedal depth is less than or equal to the first preset depth threshold, or if the pedal depth is greater than the first preset depth threshold, then the target tail wing angle is determined to be the third tail wing angle.
[0098] In this scenario, a vehicle speed exceeding the second preset speed threshold indicates that the vehicle is typically in a high-speed deceleration situation. At this point, the vehicle's aerodynamics are significantly affected, and the rear wing angle needs to balance attitude stability and downforce enhancement. When the pedal depth exceeds the first preset depth threshold (for rapid deceleration / emergency braking), a large-angle rear wing can quickly increase downforce, stabilizing the vehicle's attitude in conjunction with driver input, while simultaneously preventing the risk of loss of control at high speeds, thus balancing high-speed stability and handling responsiveness. For example, if v > 80 km / h (e.g., v = 120 km / h), L2 - L1 ≥ 5 cm, and B ≤ 60%, or if B > 60%, then the target rear wing angle is determined to be the maximum rear wing angle. (Angle of the third tail fin).
[0099] It is understandable that the first preset speed threshold is less than the second preset speed threshold, the first tail fin angle is less than the second tail fin angle, and the second tail fin angle is less than the third tail fin angle.
[0100] When the driving intention is deceleration, based on the vehicle attitude control method provided in this application, when the driver lightly applies the brakes (B≤60%), the rear wing can assist in maintaining the vehicle's attitude. It is expected that by adjusting the rear wing angle, 100N~600N of downforce (the actual amount varies depending on the vehicle's design and can be determined through wind tunnel testing) can be provided at the rear of the vehicle to balance the body and improve the nose-diving situation during deceleration. In emergency situations (B>60%), when braking suddenly, maximum downforce can also be provided to shorten the braking distance. The specific rear wing angle control strategy when the driving intention is deceleration is shown in Table 1.
[0101] Table 1. Specific tail wing angle control strategies when the driving intention is deceleration.
[0102]
[0103] Based on the above embodiments, the target rear wing angle is determined according to vehicle speed, driving intention, the height difference between the front and rear chassis, pedal depth, and the rear wing angle control strategy. Specifically, it also includes:
[0104] It can be determined according to what is mentioned in S102 that the driving intention of the driver is to accelerate. When the driving intention is to accelerate, the vehicle speed is v, the height of the front frame is L1, and the height of the rear frame is L2 (it should be noted that both L1 and L2 refer to the suspension height of the vehicle during uniform driving, and L1 = L2 has been calibrated before driving), and the depth of the accelerator pedal is T (the pedal depth only reflects the user's intention and is not used as a reference for the vehicle body posture), determining the target wing angle includes:
[0105] (1) If the vehicle speed is less than or equal to the third preset speed threshold, the height difference between the front and rear frames is greater than or equal to the second preset height threshold, and the pedal depth is less than or equal to the second preset depth threshold, then determine the target wing angle as the current wing angle of the vehicle.
[0106] In this case, the driver gently presses the accelerator. The third preset speed threshold corresponds to the low-speed acceleration condition. The second preset height threshold is the critical value of the vehicle body tilt that needs attention but does not require adjustment. The second preset depth threshold represents a gentle accelerator operation amplitude. Under the low-speed acceleration condition, the adjustment of the wing angle has limited impact on the vehicle body posture. A small tilt does not require additional intervention, and it also avoids frequent adjustment of the wing angle to increase unnecessary energy consumption and mechanical wear. Exemplarily, if v ≤ 40 km / h, L1 - L2 ≥ 5 cm, and T ≤ 60%, then determine the target wing angle as the current wing angle of the vehicle, that is, keep the current wing angle unchanged.
[0107] (2) If the vehicle speed is greater than the third preset speed threshold and less than or equal to the fourth preset speed threshold, the height difference between the front and rear frames is greater than or equal to the second preset height threshold, and the pedal depth is less than or equal to the second preset depth threshold, then determine the target wing angle as the fourth wing angle.
[0108] In this case, the vehicle speed is greater than the third preset speed threshold and less than or equal to the fourth preset speed threshold. At this time, the vehicle is usually in the medium-speed acceleration condition. The aerodynamic influence of the wing angle adjustment gradually increases during medium-speed acceleration driving. Exemplarily, if 40 km / h < v ≤ 80 km / h, L1 - L2 ≥ 5 cm, and T ≤ 60%, then determine the target wing angle to be less than or equal to (the fourth wing angle), such as 、 、 etc. This target wing angle can both suppress the vehicle body tilt through appropriate tail downforce and will not increase the wind resistance during medium-speed acceleration driving due to excessive angle. At the same time, it matches the gentle acceleration rhythm, balancing the vehicle body stability and driving economy.
[0109] (3) If the vehicle speed is greater than the fourth preset speed threshold, the height difference between the front and rear frames is greater than or equal to the second preset height threshold, and the pedal depth is less than or equal to the second preset depth threshold, then determine the target wing angle as the fifth wing angle.
[0110] In this scenario, the vehicle speed exceeds the fourth preset speed threshold, indicating that the vehicle is in a high-speed acceleration scenario. In high-speed driving scenarios, wind resistance has a significant impact. For example, if v > 80 km / h (e.g., v = 120 km / h), L1 - L2 ≥ 5 cm, and T ≤ 60%, then the target tail wing angle is determined to be less than or equal to... (Fifth tail fin angle), such as , , The target rear wing angle can both suppress body roll through moderate rear downforce and minimize wind resistance at high speeds, thus balancing high-speed stability and driving energy consumption.
[0111] (4) If the tread depth is greater than the second preset depth threshold, the target tail wing angle is determined to be the sixth tail wing angle.
[0112] In this scenario, the pedal depth exceeds the second preset depth threshold, corresponding to a rapid acceleration scenario where the driver depresses the accelerator pedal sharply. During rapid acceleration, the vehicle's power output is strong, and the vehicle body is prone to attitude fluctuations. A large-angle rear wing can quickly increase the downforce at the rear, improving the vehicle's grip at high speeds and suppressing the tendency for the vehicle to tilt or pitch up during rapid acceleration. It also enhances the vehicle's handling stability, matching the driver's aggressive maneuvers and reducing the risk of loss of control during rapid acceleration. For example, if T > 60%, the target rear wing angle is determined to be the maximum rear wing angle. (Sixth tail fin angle).
[0113] Understandably, the third preset speed threshold is less than the fourth preset speed threshold, the fifth tail fin angle is less than the fourth tail fin angle, and the fourth tail fin angle is less than the sixth tail fin angle.
[0114] When the driving intention is acceleration, based on the vehicle attitude control method provided in this application, when the driver lightly presses the accelerator (T≤60%), the maximum opening angle of the rear wing can be limited to reduce the downforce on the rear of the vehicle to a certain extent, thereby improving the situation of sudden nose-up during acceleration. When there is an urgent need for acceleration and the accelerator is pressed hard (T>60%), the rear wing is opened to its maximum angle to increase downforce and enhance acceleration performance. The specific rear wing angle control strategy when the driving intention is acceleration is shown in Table 2.
[0115] Table 2 Specific tail wing angle control strategies when the driving intention is acceleration
[0116]
[0117] Figure 4 This application provides a structural schematic diagram of a vehicle body attitude control device, as shown below. Figure 5 As shown, the vehicle body attitude control device 40 provided in this embodiment includes:
[0118] The first processing module 401 is used to collect the vehicle speed, front frame height, rear frame height and pedal signal during vehicle operation.
[0119] The second processing module 402 is used to determine the target rear wing angle based on a preset rear wing angle control strategy, pedal signal, vehicle speed, front frame height and rear frame height. The rear wing angle control strategy includes the rear wing angle of the vehicle under different vehicle speeds, front and rear frame height differences and driving intentions.
[0120] The third processing module 403 is used to control the vehicle's rear wing to open to the target rear wing angle.
[0121] In one possible implementation, the second processing module 402 is specifically used for:
[0122] Based on pedal signals, determine the driver's driving intention and pedal depth;
[0123] Calculate the difference between the height of the front frame and the height of the rear frame to obtain the height difference between the front and rear frames;
[0124] The target rear wing angle is determined based on vehicle speed, driving intention, the height difference between the front and rear chassis, pedal depth, and rear wing angle control strategy.
[0125] In one possible implementation, the first processing module 401 is specifically used for:
[0126] When the vehicle's attitude control function or auxiliary braking function is activated, the vehicle speed, front frame height, rear frame height, and pedal signals are collected.
[0127] In one possible implementation, the vehicle body attitude control device 40 further includes a fourth processing module 404, used for:
[0128] When the vehicle is unloaded and stationary, obtain the static height difference between the height of the front frame and the height of the rear frame of the vehicle;
[0129] The tail fin compensation angle is calculated based on the static height difference.
[0130] The rear wing of the vehicle is controlled by adjusting the rear wing compensation angle to ensure that the height of the front frame and the rear frame are the same.
[0131] In one possible implementation, the second processing module 402 is further used for:
[0132] When the driving intention is to decelerate, if the vehicle speed is less than or equal to the first preset speed threshold, the height difference between the front and rear frames is greater than or equal to the first preset height threshold, and the pedal depth is less than or equal to the first preset depth threshold, then the target tail wing angle is determined to be the first tail wing angle.
[0133] If the vehicle speed is greater than the first preset speed threshold and less than or equal to the second preset speed threshold, the height difference between the front and rear frames is greater than or equal to the first preset height threshold, and the pedal depth is less than or equal to the first preset depth threshold, then the target tail wing angle is determined to be the second tail wing angle.
[0134] If the vehicle speed is greater than the second preset speed threshold, the height difference between the front and rear frames is greater than or equal to the first preset height threshold, and the pedal depth is less than or equal to the first preset depth threshold, or if the pedal depth is greater than the first preset depth threshold, then the target tail wing angle is determined to be the third tail wing angle.
[0135] Among them, the first preset speed threshold is less than the second preset speed threshold, the first tail fin angle is less than the second tail fin angle, and the second tail fin angle is less than the third tail fin angle.
[0136] In one possible implementation, the second processing module 402 is further used for:
[0137] When the driving intention is to accelerate, if the vehicle speed is less than or equal to the third preset speed threshold, the height difference between the front and rear frames is greater than or equal to the second preset height threshold, and the pedal depth is less than or equal to the second preset depth threshold, then the target rear wing angle is determined to be the current rear wing angle of the vehicle.
[0138] If the vehicle speed is greater than the third preset speed threshold and less than or equal to the fourth preset speed threshold, the height difference between the front and rear frames is greater than or equal to the second preset height threshold, and the pedal depth is less than or equal to the second preset depth threshold, then the target tail wing angle is determined to be the fourth tail wing angle.
[0139] If the vehicle speed is greater than the fourth preset speed threshold, the height difference between the front and rear frames is greater than or equal to the second preset height threshold, and the pedal depth is less than or equal to the second preset depth threshold, then the target tail wing angle is determined to be the fifth tail wing angle.
[0140] If the pedal depth is greater than the second preset depth threshold, then the target tail fin angle is determined to be the sixth tail fin angle.
[0141] Among them, the third preset speed threshold is less than the fourth preset speed threshold, the fifth tail fin angle is less than the fourth tail fin angle, and the fourth tail fin angle is less than the sixth tail fin angle.
[0142] The vehicle posture control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described again in this embodiment.
[0143] Figure 5 A schematic diagram of the structure of an electronic device provided in this application, such as... As shown, the electronic device 50 provided in this embodiment includes at least one processor 501 and a memory 502. Optionally, the electronic device 50 further includes a communication component 503. The processor 501, memory 502, and communication component 503 are connected via a bus 504.
[0144] In a specific implementation, at least one processor 501 executes computer execution instructions stored in memory 502, causing at least one processor 501 to perform the above-described method.
[0145] The specific implementation process of processor 501 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.
[0146] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.
[0147] The memory may include random access memory (RAM) in high-speed memory, and may also include non-volatile memory (NVM), such as at least one disk storage device.
[0148] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.
[0149] This application also provides a vehicle, including a vehicle body and a controller, which is used to execute the above-described method. For the specific implementation process, please refer to the above-described method embodiments. The implementation principle and technical effect are similar, and will not be repeated here.
[0150] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.
[0151] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random-Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.
[0152] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside within an ASIC. Alternatively, the processor and the readable storage medium can exist as discrete components in a device.
[0153] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.
[0154] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.
[0155] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.
[0156] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.
[0157] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.
[0158] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.
Claims
1. A vehicle body attitude control method, characterized in that, include: During vehicle operation, the vehicle speed, front frame height, rear frame height, and pedal signals are collected. Based on a preset rear wing angle control strategy, the target rear wing angle is determined by the pedal signal, the vehicle speed, the front frame height, and the rear frame height. The rear wing angle control strategy includes the rear wing angle of the vehicle under different vehicle speeds, front and rear frame height differences, and driving intentions. Control the vehicle's rear wing to open to the target rear wing angle.
2. The method according to claim 1, characterized in that, The target rear wing angle is determined based on a preset rear wing angle control strategy, including the pedal signal, vehicle speed, front frame height, and rear frame height. Based on the pedal signal, the driver's driving intention and pedal depth are determined; Calculate the difference between the height of the front frame and the height of the rear frame to obtain the height difference between the front and rear frames; The target rear wing angle is determined based on the vehicle speed, the driving intention, the height difference between the front and rear chassis, the pedal depth, and the rear wing angle control strategy.
3. The method according to claim 1 or 2, characterized in that, The acquisition of the vehicle's speed, front frame height, rear frame height, and pedal signals includes: When the vehicle's body attitude holding function or auxiliary braking function is activated, the vehicle speed, front frame height, rear frame height, and pedal signals are collected.
4. The method according to claim 3, characterized in that, Before collecting the vehicle speed, front frame height, rear frame height, and pedal signals during vehicle operation, the method further includes: When the vehicle is unloaded and stationary, the stationary height difference between the height of the front frame and the height of the rear frame of the vehicle is obtained; The tail fin compensation angle is calculated based on the static height difference. The rear wing of the vehicle is controlled according to the rear wing compensation angle to make the height of the front frame and the rear frame of the vehicle the same.
5. The method according to claim 2, characterized in that, The determination of the target rear wing angle based on the vehicle speed, the driving intention, the height difference between the front and rear chassis, the pedal depth, and the rear wing angle control strategy includes: When the driving intention is to decelerate, if the vehicle speed is less than or equal to a first preset speed threshold, the height difference between the front and rear frames is greater than or equal to a first preset height threshold, and the pedal depth is less than or equal to a first preset depth threshold, then the target tail wing angle is determined to be the first tail wing angle. If the vehicle speed is greater than the first preset speed threshold and less than or equal to the second preset speed threshold, the height difference between the front and rear frames is greater than or equal to the first preset height threshold, and the pedal depth is less than or equal to the first preset depth threshold, then the target tail wing angle is determined to be the second tail wing angle. If the vehicle speed is greater than the second preset speed threshold, the height difference between the front and rear frames is greater than or equal to the first preset height threshold, and the pedal depth is less than or equal to the first preset depth threshold, or if the pedal depth is greater than the first preset depth threshold, then the target tail wing angle is determined to be the third tail wing angle. Wherein, the first preset speed threshold is less than the second preset speed threshold, the first tail fin angle is less than the second tail fin angle, and the second tail fin angle is less than the third tail fin angle.
6. The method according to claim 2, characterized in that, The determination of the target rear wing angle based on the vehicle speed, the driving intention, the height difference between the front and rear chassis, the pedal depth, and the rear wing angle control strategy includes: When the driving intention is to accelerate, if the vehicle speed is less than or equal to a third preset speed threshold, the height difference between the front and rear frames is greater than or equal to a second preset height threshold, and the pedal depth is less than or equal to a second preset depth threshold, then the target rear wing angle is determined to be the current rear wing angle of the vehicle. If the vehicle speed is greater than the third preset speed threshold and less than or equal to the fourth preset speed threshold, the height difference between the front and rear frames is greater than or equal to the second preset height threshold, and the pedal depth is less than or equal to the second preset depth threshold, then the target tail wing angle is determined to be the fourth tail wing angle. If the vehicle speed is greater than the fourth preset speed threshold, the height difference between the front and rear frames is greater than or equal to the second preset height threshold, and the pedal depth is less than or equal to the second preset depth threshold, then the target tail wing angle is determined to be the fifth tail wing angle. If the pedal depth is greater than the second preset depth threshold, then the target tail fin angle is determined to be the sixth tail fin angle; Wherein, the third preset speed threshold is less than the fourth preset speed threshold, the fifth tail fin angle is less than the fourth tail fin angle, and the fourth tail fin angle is less than the sixth tail fin angle.
7. A vehicle body posture control device, characterized in that, include: The first processing module is used to collect the vehicle speed, front frame height, rear frame height and pedal signal during vehicle operation. The second processing module is used to determine the target rear wing angle based on a preset rear wing angle control strategy, the pedal signal, the vehicle speed, the front frame height, and the rear frame height. The rear wing angle control strategy includes the rear wing angle of the vehicle under different vehicle speeds, front and rear frame height differences, and driving intentions. The third processing module is used to control the vehicle's rear wing to open to the target rear wing angle.
8. An electronic device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1 to 6.
9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 6.
10. A vehicle, characterized in that, It includes a vehicle body and a controller, the controller being used to perform the method as described in any one of claims 1 to 6.