Drag reduction device for vehicle, control method and vehicle

Abstract

The invention provides a resistance reduction device for a vehicle, a control method and the vehicle. The resistance reduction device comprises a spoiler assembly, the spoiler assembly is located at the tail of the compartment, one part of the spoiler assembly is movably connected with the top of the compartment, another part of the spoiler assembly is movably connected with the side face of the compartment, and the other part of the spoiler assembly is movably connected with the bottom of the compartment; one end of the control assembly is connected with the compartment, the other end of the control assembly is connected with the spoiler assembly in a telescopic mode, and the control assembly is used for controlling the spoiler assembly to form different opening angles relative to the compartment, so that the spoiler assembly has multiple working positions. The problem that in the prior art, the angle of a tail spoiler of a van truck and a van semitrailer cannot be automatically adjusted to achieve the optimal drag reduction effect is solved.

Description

Technical Field

[0001] This invention relates to the fields of vehicle engineering and fluid dynamics, and more specifically, to a drag reduction device, control method, and vehicle for use in vehicles. Background Technology

[0002] In the aerodynamic design of heavy-duty vans and semi-trailers, reducing rear-end drag has always been a key research direction for improving fuel efficiency and reducing emissions. Traditional rear drag reduction solutions mainly rely on fixed spoiler designs, i.e., adding spoilers and side spoilers to the rear of the truck. The aim is to reduce the vortex area formed at the rear of the vehicle by changing the airflow distribution, thereby reducing pressure drag. However, this fixed structure has significant limitations, especially when the vehicle speed varies greatly, as the position and angle of the spoilers cannot be dynamically adjusted, thus limiting the drag reduction effect.

[0003] No effective solution has yet been proposed to address the above issues. Summary of the Invention

[0004] The main objective of this invention is to provide a drag reduction device, control method, and vehicle for vehicles, in order to solve the problem that in the prior art, vans and semi-trailers cannot automatically adjust the angle of the rear spoiler to achieve the best drag reduction effect.

[0005] To achieve the above objectives, according to one aspect of the present invention, a drag reduction device is provided, comprising: a spoiler assembly located at the rear of a vehicle body, a portion of the spoiler assembly being movably connected to the top of the vehicle body, a portion of the spoiler assembly being movably connected to the side of the vehicle body, and another portion of the spoiler assembly being movably connected to the bottom of the vehicle body; and a control assembly, one end of which is connected to the vehicle body, and the other end of which is retractably connected to the spoiler assembly, the control assembly being used to control the spoiler assembly to form different opening angles relative to the vehicle body, thereby giving the spoiler assembly multiple working positions.

[0006] Furthermore, the spoiler assembly includes: a first spoiler, which is movably connected to the top of the vehicle body; and a second spoiler, which is disposed opposite to the first spoiler along the height direction of the rear of the vehicle body, and is movably connected to the bottom of the vehicle body.

[0007] Furthermore, the spoiler assembly also includes: a third spoiler, which is located between the first spoiler and the second spoiler, and there are two third spoilers, which are arranged opposite each other along the width direction of the carriage; and a fourth spoiler, which is located below the third spoiler, and there are two fourth spoilers, which are located at both ends of the second spoiler respectively, and the fourth spoiler is movably connected to the second spoiler.

[0008] Furthermore, the control assembly includes: a first control mechanism, one end of which is connected to the carriage, and the other end of which is connected to the side of the first spoiler facing the second spoiler; a second control mechanism, one end of which is connected to the carriage, and the other end of which is connected to the third spoiler; and a third control mechanism, one end of which is connected to the second spoiler, and the other end of which is connected to the fourth spoiler.

[0009] Furthermore, the drag reduction device also includes a controller, which is electrically connected to the control components.

[0010] According to another aspect of the present invention, a control method for a drag reduction device is provided. The control method is used to control the drag reduction device described above, including: acquiring parameter information of a target vehicle, the parameter information including: vehicle speed information and vehicle size information, the vehicle size information including: height size and width size; and generating a control strategy when the vehicle speed information meets a preset vehicle speed, the control strategy being used to control the spoiler assembly to be located in different working positions through a control component.

[0011] Furthermore, when the vehicle speed information meets a preset speed, a control strategy is generated, including: when the vehicle speed information is lower than a first preset speed, a first control strategy is generated, which controls the control component to drive the spoiler assembly to the retracted position; when the vehicle speed information is higher than the first preset speed but lower than a second preset speed, a second control strategy is generated, which controls the third control mechanism to drive the second and fourth spoilers to the retracted position, controls the second control mechanism to drive the third spoiler to the deployed position, and controls the first control mechanism to drive the first spoiler to the deployed position; when the vehicle speed information is higher than the second preset speed, a third control strategy is generated, which controls the control component to drive the spoiler assembly to the deployed position.

[0012] Furthermore, when the control component drives the spoiler assembly to the deployed position, the method includes: acquiring real-time vehicle speed information of the target vehicle; and adjusting the deployment angle of the spoiler assembly in real time based on the real-time vehicle speed information and the vehicle speed-opening angle mapping table.

[0013] Furthermore, the control method also includes: acquiring image information in front of the target vehicle; and generating a fourth control strategy when it is determined that there is an obstacle on the target road. The fourth control strategy is used to control the third control mechanism to drive the second spoiler and the fourth spoiler to the retracted position.

[0014] According to another aspect of the present invention, a vehicle is provided, including a control method, wherein the control method is the control method described above.

[0015] The spoiler assembly, utilizing the technical solution of this invention, comprises three parts: the top, sides, and bottom of the vehicle body, which are movably connected. This design allows the spoiler to automatically adjust its angle according to different driving conditions to adapt to changing airflow environments. One end of the control component is fixed to the vehicle body, and the other end is connected to the spoiler assembly via a retractable connection. The control component can receive input signals and precisely control the extension, retraction, and rotation of the spoiler, ensuring that the spoiler can form multiple opening angles, thus providing a flexible and changeable working position. This application solves the problem in the prior art that vans and semi-trailers cannot automatically adjust the angle of their rear spoilers to achieve optimal drag reduction. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A schematic diagram of an embodiment of the drag reduction device according to the present invention is shown;

[0018] Figure 2 A schematic diagram of an embodiment of the drag reduction device according to the present invention is shown;

[0019] Figure 3 A schematic flowchart of an embodiment of the control method for the drag reduction device according to the present invention is shown.

[0020] The above figures include the following reference numerals:

[0021] 1. First spoiler;

[0022] 2. First control mechanism;

[0023] 3. Third spoiler;

[0024] 4. Second control mechanism;

[0025] 5. Fourth spoiler;

[0026] 6. Second spoiler;

[0027] 7. Third control mechanism;

[0028] 8. Controller. Detailed Implementation

[0029] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0030] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0031] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0032] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0033] In existing technologies, for heavy-duty box trucks and semi-trailers, the air resistance at the rear of the vehicle body accounts for approximately 20%-25% of the total vehicle air resistance. Reducing rear air resistance is a crucial optimization measure for energy saving. Current main rear drag reduction solutions have two main characteristics: First, structurally, they add upper and side spoilers to the rear, but cannot optimize airflow to the lower sides and bottom, thus limiting drag reduction effectiveness. Second, spoiler control is primarily manual, with no fixed opening or closing mechanism. More importantly, it cannot adjust the opening angle and shape according to changes in vehicle speed and airflow during driving, making it impossible to open and close while in motion. This results in poor energy efficiency, low ease of use, and increased difficulty for the driver. These issues of energy saving and ease of use are current pain points in the industry.

[0034] Combination Figures 1 to 2 As shown, according to a specific embodiment of this application, a drag reduction device is provided.

[0035] Specifically, the drag reduction device includes: a spoiler assembly located at the rear of the vehicle body, a portion of which is movably connected to the top of the vehicle body, a portion of which is movably connected to the side of the vehicle body, and another portion of which is movably connected to the bottom of the vehicle body; and a control component, one end of which is connected to the vehicle body, and the other end of which is retractably connected to the spoiler assembly. The control component is used to control the spoiler assembly to form different opening angles relative to the vehicle body, thereby giving the spoiler assembly multiple working positions.

[0036] The spoiler assembly, located at the rear of the van, consists of three parts, each movably connected to the top, sides, and bottom of the cargo box. This design utilizes space in three directions, ensuring that the spoiler can influence airflow at the rear from above, sides, and below, thereby optimizing the airflow distribution at the rear of the entire cargo box.

[0037] Top spoiler: This part of the spoiler is used to guide the airflow above smoothly and reduce the drag caused by the separation of the airflow at the top.

[0038] Side spoilers: These are arranged on the left and right sides of the carriage to adjust the direction of the side airflow, reduce the turbulence of the side airflow, and thus reduce the side pressure loss.

[0039] Bottom spoiler: Located at the bottom of the vehicle body, it can be flipped up and deployed. It is mainly used to control the airflow under the rear, reduce the formation of bottom vortices, and reduce the pressure drag under the vehicle.

[0040] In this embodiment, each part of the spoiler assembly is designed as a retractable structure, meaning that they can extend outside the vehicle body in the unfolded position or retract completely inside the vehicle body in the retracted position as needed, ensuring convenience and safety during low-speed driving or cargo loading and unloading.

[0041] The spoiler assembly, utilizing the technical solution of this invention, comprises three parts: the top, sides, and bottom of the vehicle body, which are movably connected. This design allows the spoiler to automatically adjust its angle according to different driving conditions to adapt to changing airflow environments. One end of the control component is fixed to the vehicle body, and the other end is connected to the spoiler assembly via a retractable connection. The control component can receive input signals and precisely control the extension, retraction, and rotation of the spoiler, ensuring that the spoiler can form multiple opening angles, thus providing a flexible and changeable working position. This application solves the problem in the prior art that vans and semi-trailers cannot automatically adjust the angle of their rear spoilers to achieve optimal drag reduction.

[0042] Specifically, such as Figure 1As shown, the spoiler assembly includes: a first spoiler 1, which is movably connected to the top of the carriage; and a second spoiler 6, which is arranged opposite to the first spoiler 1 and the second spoiler 6 along the height direction of the rear of the carriage, and is movably connected to the bottom of the carriage.

[0043] The first spoiler 1 is located on the top of the vehicle body and is installed via a movable connection. The design of the first spoiler aims to optimize the airflow field above the vehicle, reducing top airflow separation and thus lowering pressure drag. At high speeds, top airflow separation and turbulence are among the main factors increasing wind resistance. The first spoiler, with its adjustable opening angle, allows it to be positioned in different working positions, effectively guiding and stabilizing airflow, reducing top airflow separation and turbulence, and achieving drag reduction. At low speeds or in non-essential situations, it can be retracted, minimizing its impact on vehicle loading and unloading and urban traffic flexibility.

[0044] The second spoiler 6 is located below the rear of the vehicle body, positioned vertically opposite the first spoiler. Its deployment and retraction are achieved through a movable connection to the bottom of the vehicle body. The main function of the second spoiler is to optimize airflow under the vehicle, reducing vortex structures formed under the rear and thus lowering pressure drag. At high speeds, the generation of bottom vortices significantly increases vehicle drag. The second spoiler, with its adjustable tilt angle, effectively reduces these vortices, improving the continuity and stability of the bottom flow field. When the vehicle is traveling at low speeds or parked, the second spoiler can retract to avoid collisions with the ground or loading / unloading equipment.

[0045] The relative vertical placement of the first and second spoilers allows for comprehensive vertical control of the rear airflow. This design effectively reduces air resistance at the top and bottom while preventing the formation of strong vortices at the rear of the vehicle, thereby reducing overall pressure drag and improving the vehicle's aerodynamic efficiency.

[0046] Specifically, the spoiler assembly also includes: a third spoiler 3, which is located between the first spoiler 1 and the second spoiler 6, and there are two third spoilers 3, which are arranged opposite each other along the width direction of the carriage; and a fourth spoiler 5, which is located below the third spoiler 3, and there are two fourth spoilers 5, which are located at both ends of the second spoiler 6 respectively, and the fourth spoilers 5 are movably connected to the second spoiler 6.

[0047] Two third spoilers (3) are provided, positioned opposite each other along the width of the vehicle body, i.e., on the left and right sides of the body. This layout helps balance the airflow above the rear, preventing it from deflecting to one side and ensuring uniform airflow distribution, thus reducing drag. The function of the third spoiler is to further refine the control of the airflow above the rear, guiding it to transition more smoothly and reducing airflow separation under specific speed conditions, thereby reducing pressure drag.

[0048] The fourth spoiler 5 is located below the third spoiler 3 and is movably connected to the second spoiler 6. There are also two fourth spoilers 5, which are located at both ends of the bottom of the second spoiler 6, forming a vertical or oblique layout. This layout design allows the fourth spoiler to more directly affect the airflow structure at the bottom of the rear of the vehicle.

[0049] The fourth spoiler is movably connected to the second spoiler, meaning that the two can adjust their angles and states synchronously under the coordination of the control components. At high speeds, the fourth spoiler unfolds by flipping, forming a continuous spoiler surface with the second spoiler, further optimizing airflow under the vehicle, reducing vortex generation, and lowering drag at the bottom of the vehicle.

[0050] The main function of the fourth spoiler is to enhance the function of the bottom spoiler. Especially under high-speed driving conditions, it can more effectively control the airflow under the rear and reduce the formation of bottom vortices. This plays an important role in reducing overall wind resistance and improving the fuel economy and driving stability of the van.

[0051] The coordinated operation between the spoilers, especially the linkage control between the fourth spoiler and the second spoiler, makes the bottom airflow management more precise, reduces the limitations of traditional bottom spoilers working alone, and further reduces tail pressure drag.

[0052] Specifically, the control components include: a first control mechanism 2, one end of which is connected to the carriage, and the other end of which is connected to the side of the first spoiler 1 facing the second spoiler 6; a second control mechanism 4, one end of which is connected to the carriage, and the other end of which is connected to the third spoiler 3; and a third control mechanism 7, one end of which is connected to the second spoiler 6, and the other end of which is connected to the fourth spoiler 5.

[0053] In this invention, the first control mechanism 2 is mainly used to control the first spoiler 1. One end of it is fixedly connected to the vehicle body, while the other end is connected to the side of the first spoiler facing the second spoiler 6. This design ensures that the first spoiler can precisely and stably extend, retract, and adjust its angle along the top surface of the vehicle body to cope with airflow changes under different driving conditions. The first control mechanism typically includes an electric drive element and a linkage mechanism. It controls the rotation of the motor through electronic signals, thereby adjusting the length or angle of the linkage to drive the first spoiler to complete a predetermined motion trajectory. At high speeds, it can drive the first spoiler to extend to a suitable angle, optimizing the top flow field and reducing separation eddies and pressure drag. At low speeds or when stopped for loading and unloading, it controls the first spoiler to retract, ensuring operational safety and convenience.

[0054] The second control mechanism 4 controls the third spoiler 3. One end of the second control mechanism is also fixed to the vehicle body, while the other end is connected to the third spoiler, allowing the third spoiler to dynamically adjust according to driving conditions. Since the third spoiler is usually located in the middle of the rear of the vehicle body, its control mechanism must ensure that the spoiler can extend and retract appropriately in the width direction of the vehicle body to achieve a balanced airflow distribution. In high-speed driving scenarios, the second control mechanism can drive the third spoiler to deploy, further refining the guidance of airflow above the rear and reducing turbulence. Under low-speed conditions, it will control the third spoiler to retract, avoiding any adverse effects on vehicle operation.

[0055] The primary function of the third control mechanism 7 is to control the fourth spoiler 5. One end of the fourth spoiler is connected to the second spoiler 6, while the other end contacts the fourth spoiler. This design allows the fourth spoiler to flip and extend relative to the second spoiler under the control of the third control mechanism 7, thereby dynamically optimizing the airflow at the bottom. At high speeds, the third control mechanism drives the fourth spoiler to flip upwards and unfold, forming a continuous spoiler surface with the second spoiler, significantly reducing the vortex area under the rear and lowering pressure drag. At low speeds or in non-essential situations, it controls the fourth and second spoilers to retract to the bottom of the vehicle body, avoiding contact with the ground or other obstacles, ensuring vehicle safety and ease of operation.

[0056] The coordinated operation between the spoiler assembly and the control components is key to the drag reduction effect achieved by this invention. The three control mechanisms within the control components, through their independent electric drives and linkage mechanisms, can independently control the state and angle of the first, second, third, and fourth spoilers. However, their true effectiveness comes from an intelligent unified control system. This system, based on vehicle speed, altitude, and other information, dynamically adjusts the actions of each control mechanism using a preset vehicle speed and spoiler opening / closing angle (MAP) to ensure the spoiler assembly operates in optimal configuration.

[0057] Specifically, the drag reduction device also includes a controller 8, which is electrically connected to the control assembly. It establishes an electrical connection with the first control mechanism 2, the second control mechanism 4, and the third control mechanism 7 within the control assembly. The controller is responsible for receiving data from vehicle sensors, such as vehicle speed, vehicle height, and vehicle width, and then processing this real-time data to calculate the optimal spoiler control strategy. By executing a preset vehicle speed and spoiler opening / closing angle MAP, the controller precisely adjusts the actions of each control mechanism to achieve dynamic adaptation of the spoiler assembly under different driving conditions and optimal drag reduction.

[0058] In this embodiment, as Figure 2 As shown, controller 8 is independently installed at the bottom of the carriage and directly controls the control components.

[0059] In another embodiment, the controller is integrated into the vehicle's VCU. Based on the vehicle speed, vehicle length, and height information, and according to the preset vehicle speed and opening / closing angle MAP in the controller, the controller adjusts the opening angle of each rear spoiler, adjusts the rear airflow field, and reduces pressure drag.

[0060] According to another aspect of the invention, such as Figure 3 As shown, a control method for a drag reduction device is provided. The control method is used to control the drag reduction device and includes:

[0061] Step S102: Obtain the parameter information of the target vehicle. The parameter information includes: vehicle speed information and vehicle size information. The vehicle size information includes: height and width.

[0062] The vehicle's current speed is obtained through its speed sensors. Vehicle speed is a crucial factor in determining whether a spoiler needs to be deployed and the extent of its deployment, as aerodynamic effects (especially pressure drag) differ at different speeds. At high speeds, pressure drag increases significantly, necessitating spoiler deployment to reduce this drag; while at low speeds, pressure drag is lower, and the spoiler may not need to be deployed, or it may need to be retracted in a specific manner to avoid affecting vehicle handling and urban traffic.

[0063] Vehicle Dimensions: This includes the vehicle's height and width. Different vehicle heights and widths affect the airflow structure around the vehicle, therefore the spoiler control strategy needs to be fine-tuned based on the specific vehicle dimensions. For example, for taller vehicles, a larger spoiler angle may be needed to guide airflow at the top; while for wider vehicles, the control of the side spoilers needs to take into account the airflow distribution along the sides of the cabin.

[0064] Step S104: If the vehicle speed information meets the preset vehicle speed, a control strategy is generated. The control strategy is used to control the spoiler assembly to be located in different working positions through the control components.

[0065] Preset speed conditions are usually derived from experimental data and theoretical calculations, and they specify the speed limits for when the spoiler is in operation and retracted.

[0066] Once the vehicle speed is confirmed to meet the preset conditions for spoiler control, the controller generates a control strategy based on real-time vehicle speed and size information. This strategy guides the adjustment of the spoiler assembly's working position, including spoiler deployment and retraction: the controller determines which spoilers need to be deployed and which need to be retracted. For example, at high speeds, all spoilers may be required to deploy, while at low speeds, they may be required to retract fully or partially.

[0067] For deployed spoilers, the controller also needs to determine the optimal opening angle for each spoiler. This typically involves complex hydrodynamic calculations to find the spoiler angle that generates minimal pressure drag under current vehicle speed and size conditions. Finally, the controller translates the control strategy into specific control signals, which are then transmitted via electrical connections to the first, second, and third control mechanisms within the control assembly. These mechanisms drive the spoilers to operate their respective spoilers, ensuring that the spoiler assembly is accurately adjusted to the calculated optimal operating position.

[0068] Based on steps S102 to S104 above, a closed-loop control system is constructed. The acquisition and analysis of real-time parameter information provides the foundation for the intelligent deployment and angle adjustment of the spoiler, while the generated control strategy is the decision output of this process. Ultimately, the control components achieve optimized adjustment of the spoiler's working position, significantly improving the aerodynamic performance and energy efficiency of the van. This method not only automatically adjusts the spoiler according to the vehicle's real-time status but also considers the personalized needs of vehicle dimensions.

[0069] Specifically, step S104, when it is determined that the vehicle speed information meets the preset vehicle speed, generates a control strategy, including:

[0070] Step S1041: When the vehicle speed information is determined to be lower than the first preset vehicle speed, a first control strategy is generated. The first control strategy is used to control the control component to drive the spoiler assembly to the storage position. The first control strategy generated by the controller aims to reduce the impact of the spoiler on vehicle operation, while ensuring the safety and convenience of the vehicle when driving in the city and loading and unloading goods.

[0071] In one specific embodiment, assuming the first preset vehicle speed V1 is 60 km / h, when the target vehicle is traveling at 40 km / h on a city street, the controller detects that the vehicle speed is lower than V1, and then generates a first control strategy, sending a signal to the control components to instruct the first control mechanism 2, the second control mechanism 4, and the third control mechanism 7 to drive the first spoiler 1, the third spoiler 3, the second spoiler 6, and the fourth spoiler 5 to be completely retracted or withdrawn. In this way, when the vehicle is traveling at low speeds, the spoilers will not increase additional air resistance, and the unobstructed design at the rear of the vehicle facilitates operation and cargo loading and unloading in confined spaces.

[0072] Step S1042: When the vehicle speed is determined to be higher than the first preset speed but lower than the second preset speed, a second control strategy is generated. The second control strategy is used to control the third control mechanism 7 to drive the second spoiler 6 and the fourth spoiler 5 to the retracted position, control the second control mechanism 4 to drive the third spoiler 3 to the deployed position, and control the first control mechanism 2 to drive the first spoiler 1 to the deployed position. When the vehicle speed exceeds the first preset speed but is lower than the second preset speed, the second control strategy generated by the controller focuses on optimizing the airflow field above the rear of the vehicle, while keeping the airflow field at the bottom and lower sides undisturbed, so as to ensure the optimal drag reduction effect under medium speed driving conditions.

[0073] In one specific embodiment, it is assumed that the first preset vehicle speed V1 is 60 km / h and the second preset vehicle speed V2 is 80 km / h. When the vehicle is traveling on the highway at a speed of 70 km / h, the controller detects that the vehicle speed is between V1 and V2, and then generates a second control strategy. This strategy instructs the third control mechanism 7 to drive the second spoiler 6 and the fourth spoiler 5 to the retracted position, while the second control mechanism 4 drives the third spoiler 3 and the first control mechanism 2 drives the first spoiler 1 to the deployed position. Simultaneously, the opening and closing angles of the spoilers are adjusted according to the vehicle speed. For example, the first and third spoilers are deployed to 30° according to the preset angle MAP to reduce airflow separation at the top and upper sides, thereby reducing pressure drag, while the bottom and lower side spoilers remain retracted to avoid negatively impacting driving stability.

[0074] Step S1043: If the vehicle speed is determined to be higher than the second preset vehicle speed, a third control strategy is generated. The third control strategy is used to control the control component to drive the spoiler assembly to the deployed position. The third control strategy generated by the controller aims to comprehensively optimize the airflow field at the rear of the vehicle, reduce the pressure drag corresponding to all spoilers, and achieve the best drag reduction effect.

[0075] In one specific embodiment, it is assumed that the second preset vehicle speed V2 is 80 km / h. When the vehicle is traveling at 100 km / h on a highway, the controller detects that the vehicle speed is higher than V2 and then generates a third control strategy, instructing the control component to drive the spoiler assembly to the deployed position. The first control mechanism 2, the second control mechanism 4, and the third control mechanism 7 respectively drive the first spoiler 1, the third spoiler 3, the second spoiler 6, and the fourth spoiler 5 to fully deploy, and adjust them to the optimal angle according to the real-time vehicle speed, such as the first and third spoilers deploying to 45°, and the second and fourth spoilers deploying to the optimal angle, in order to reduce airflow separation above, to the upper sides, to the lower sides, and to the bottom of the rear, thereby achieving the best aerodynamic drag reduction effect, significantly reducing vehicle energy consumption, and improving driving efficiency.

[0076] Through steps S1041 to S1043, the drag reduction device of the present invention can achieve intelligent and adaptive spoiler control, ensuring that the vehicle achieves optimal aerodynamic performance under different driving conditions. At low speeds, the spoilers are fully retracted, ensuring the flexibility and safety of vehicle operation; at medium speeds, the top and upper side spoilers deploy to optimize the flow field and reduce drag, while the bottom and lower side spoilers remain retracted; at high speeds, all spoilers deploy to their optimal angles, comprehensively reducing pressure drag and maximizing energy saving and drag reduction. This refined control strategy not only improves the vehicle's aerodynamic efficiency but also ensures convenience and safety in daily use.

[0077] Specifically, when the control component drives the spoiler assembly to the deployed position, the method includes: acquiring the real-time vehicle speed information of the target vehicle; and adjusting the deployment angle of the spoiler assembly in real time based on the real-time vehicle speed information and a speed-deployment angle mapping table. When the vehicle is traveling at high speed, the control component needs to drive the spoiler assembly from the retracted position to the deployed position to optimize aerodynamic performance and reduce wind resistance. At this time, the control method not only requires the spoiler to deploy, but also, more importantly, requires adjusting the spoiler's deployment angle in real time according to the vehicle's real-time speed and a preset speed-deployment angle mapping table to ensure that the spoiler assembly achieves optimal drag reduction at any given speed.

[0078] Optionally, the vehicle speed-opening angle mapping table (MAP) is established based on extensive wind tunnel experiments and numerical fluid dynamics simulations (CFD), which provide data on the relationship between spoiler angle and aerodynamic performance (such as differential drag) at different vehicle speeds.

[0079] The controller internally stores a detailed speed-opening angle mapping table. Based on aerodynamic theory and experimental data, this table presets the optimal opening angles for each part of the spoiler assembly (first spoiler, third spoiler, second spoiler, and fourth spoiler) at different vehicle speeds. When the real-time vehicle speed changes, the controller queries the speed-opening angle mapping table, calculates the optimal angle for all spoilers at the current speed, and sends adjustment signals to the control components. This drives the first, second, and third control mechanisms to achieve precise adjustment of the spoiler assembly. This real-time angle adjustment mechanism ensures that the spoiler assembly can automatically optimize according to the vehicle's driving conditions, achieving the best aerodynamic drag reduction effect.

[0080] In one specific embodiment, assume a van is traveling on a highway with an initial speed of 90 km / h, subsequently accelerating to 110 km / h. During this process, the control method is implemented as follows: Real-time vehicle speed information acquisition: The controller monitors the vehicle's acceleration from 90 km / h to 110 km / h in real time. A preset speed-opening angle mapping table specifies that at 90 km / h, the opening angles of the first and third spoilers are 35° and 40°, respectively; while at 110 km / h, the opening angles of these two spoilers are adjusted to 40° and 45°, respectively. For the second and fourth spoilers, the opening angles at 90 km / h are 15° and 20°, respectively, increasing to 20° and 25° at 110 km / h. When the controller detects that the vehicle speed has increased from 90 km / h to 110 km / h, it immediately calculates the new optimal opening angle of the spoiler assembly based on the speed-opening angle mapping table. Subsequently, the controller sends commands to the first, second, and third control mechanisms, instructing them to adjust the angles of the corresponding spoilers. Specifically: the first control mechanism adjusts the first spoiler from 35° to 40°; the second control mechanism adjusts the third spoiler from 40° to 45°; and the third control mechanism adjusts the second spoiler from 15° to 20°, while simultaneously adjusting the fourth spoiler from 20° to 25°. Through this real-time, dynamic spoiler angle adjustment, the vehicle can continuously optimize the airflow field during acceleration, reducing vortices and pressure drag at the rear during high-speed driving, effectively reducing energy consumption and improving vehicle economy and driving efficiency. Furthermore, since the angle adjustment is based on real-time vehicle speed information, this ensures that the vehicle's aerodynamic performance at different speeds is optimized, demonstrating the flexibility and intelligence of the control method of this invention.

[0081] Specifically, the control method further includes: acquiring image information of the area in front of the target vehicle; and, upon determining that an obstacle exists on the target road, generating a fourth control strategy. This fourth control strategy controls the third control mechanism 7 to drive the second spoiler 6 and the fourth spoiler 5 to their retracted positions. The purpose of the fourth control strategy is to avoid collisions between the spoilers and obstacles in front, ensuring vehicle safety. Specifically, the controller sends instructions to the third control mechanism 7 to quickly return the second spoiler 6 and the fourth spoiler 5 to their retracted positions, thereby reducing the potential collision risk when passing through obstacles or narrow road sections.

[0082] In one specific embodiment, assuming a van is traveling on a national highway at a speed of 85 km / h, the spoiler assembly deploys according to the second control strategy, i.e., the first spoiler 1 and the third spoiler 3 are in the deployed position to optimize the airflow at the rear of the vehicle. At this time, the vehicle's front-facing camera detects a slow-moving truck 100 meters ahead, and a temporary construction barrier on the right side of the road, forming a narrow lane. The front-facing camera continuously monitors the road ahead, capturing information about the slow-moving truck and the narrow lane, and transmits it to the controller. After receiving the image information, the controller uses built-in image recognition and obstacle detection algorithms to identify the obstacle ahead and its potential threat to vehicle safety. Given the emergency situation of the obstacle ahead, the controller quickly generates a fourth control strategy, which requires the second spoiler 6 and the fourth spoiler 5 to immediately return to the retracted position to avoid potential collisions with the obstacle when passing through the narrow section of road. After receiving the command from the controller, the third control mechanism 7 drives the second and fourth spoilers to perform a rapid retraction action, ensuring that the vehicle can safely pass through the obstacle ahead. This process demonstrates that the control method of this invention not only focuses on optimizing aerodynamic performance but also prioritizes vehicle safety. It dynamically adjusts the spoiler's state according to complex road conditions, avoiding potential collision risks and enhancing the vehicle's active safety performance. This feature allows the spoiler to quickly retract even when encountering sudden narrow road sections or slow-moving vehicles ahead at high speeds, protecting not only the spoiler itself from damage but, more importantly, ensuring the safety of the driver and passengers. This reflects the innovation and consideration of practicality and safety in this invention.

[0083] Optionally, throughout the driving process, the controller continuously monitors changes in vehicle speed and other external conditions (such as changes in vehicle height caused by changes in vehicle load), and dynamically adjusts the angle and state of the spoiler based on the latest data to adapt to different driving environments and ensure optimal drag reduction.

[0084] In one specific embodiment, during vehicle startup and initial driving, the automatic control drag reduction device is initially in its initial state, with all spoilers, including the first spoiler 1, the third spoiler 3, the fourth spoiler 5, and the second spoiler 6, retracted to ensure convenience and safety during low-speed driving or cargo loading and unloading. As the vehicle speed gradually increases, when a first preset speed V1 is reached, the controller 8 receives the vehicle speed signal from the onboard VCU and activates the control strategy. Only the first control mechanism 2 and the second control mechanism 4 begin operation, driving the first spoiler 1 and the third spoiler 3 to deploy. The opening angle of the spoilers is automatically adjusted according to a preset mapping relationship between vehicle speed and opening angle, thereby optimizing the airflow distribution above the rear of the vehicle and reducing air resistance. Upon entering the second preset speed range V2, controller 8 updates its control strategy again. At this time, all control mechanisms—first control mechanism 2, second control mechanism 4, and third control mechanism 7—are activated. Not only do the upper spoiler and side upper spoiler remain deployed and dynamically adjust their angles, but the fourth spoiler 5 and the second spoiler 6 are also driven upwards and deployed by the third control mechanism 7. All spoilers work together, dynamically adjusting their angles according to real-time vehicle speed information to achieve optimal aerodynamic performance, reduce tail vortex effects, effectively reduce pressure drag, and achieve the goal of energy saving and consumption reduction. Throughout the driving process, controller 8 continuously monitors vehicle speed changes and adjusts its control strategy accordingly to ensure that the spoiler assembly is always in optimal working condition. Even when encountering obstacles ahead, by acquiring image information of the target vehicle's front, controller 8 can quickly generate a fourth control strategy and promptly command the third control mechanism 7 to drive the second spoiler 6 and the fourth spoiler 5 back to their retracted positions, ensuring safe passage and operational flexibility of the vehicle in complex road conditions. This automated control process, through the dynamic adjustment and intelligent control of the spoiler, significantly improves the aerodynamic characteristics of vans and semi-trailers, reduces energy consumption at high speeds, and enhances driving safety and convenience.

[0085] According to another aspect of the present invention, a vehicle is provided, including a control method, wherein the control method is the control method described above.

[0086] The vehicle integrates the aforementioned control methods. By utilizing a dynamic connection mechanism between the first spoiler 1, the third spoiler 3, the fourth spoiler 5, and the second spoiler 6 and the vehicle body, coupled with the intelligent control of the spoiler electric control components, the vehicle can automatically adjust the opening angle of the spoilers at different driving speeds, optimizing the rear airflow structure, effectively reducing pressure drag, and achieving the goal of reducing energy consumption. In particular, under low-speed driving conditions, the spoiler assembly is completely retracted, ensuring good vehicle passability and convenient loading and unloading. As the vehicle speed increases to the V1 and V2 threshold ranges, the control components gradually deploy and precisely adjust the angles of the upper and upper side spoilers, and then fully deploy the lower and lower side spoilers. Throughout the process, the spoiler assembly responds to changes in vehicle speed and automatically executes the optimal drag reduction strategy, ensuring maximum energy saving at high speeds. As the core component, whether it exists independently or is integrated into the vehicle's VCU, the controller 8 can control the movement of the spoiler assembly in real time according to the preset vehicle speed and opening / closing angle MAP, realizing unmanned operation of the spoiler and greatly improving the driver's experience.

[0087] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0088] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0089] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0090] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A drag reduction device, characterized in that, include: A spoiler assembly is located at the rear of the vehicle body. A portion of the spoiler assembly is movably connected to the top of the vehicle body, a portion of the spoiler assembly is movably connected to the side of the vehicle body, and another portion of the spoiler assembly is movably connected to the bottom of the vehicle body. A control component, one end of which is connected to the carriage and the other end of which is retractably connected to the spoiler assembly, is used to control the spoiler assembly to form different opening angles relative to the carriage, thereby giving the spoiler assembly multiple working positions.

2. The drag reduction device according to claim 1, characterized in that, The spoiler assembly includes: The first spoiler (1) is movably connected to the top of the carriage; The second spoiler (6) is arranged opposite to the first spoiler (1) and the second spoiler (6) along the height direction of the rear of the carriage, and the second spoiler (6) is movably connected to the bottom of the carriage.

3. The drag reduction device according to claim 2, characterized in that, The spoiler assembly also includes: The third spoiler (3) is located between the first spoiler (1) and the second spoiler (6). There are two third spoilers (3), which are arranged opposite to each other along the width direction of the carriage. The fourth spoiler (5) is located below the third spoiler (3). There are two fourth spoilers (5), which are located at the two ends of the second spoiler (6) respectively. The fourth spoiler (5) is movably connected to the second spoiler (6).

4. The drag reduction device according to claim 3, characterized in that, The control component includes: First control mechanism (2), one end of the first control mechanism (2) is connected to the carriage, and the other end of the first control mechanism (2) is connected to the side of the first spoiler (1) facing the second spoiler (6); The second control mechanism (4) has one end connected to the carriage and the other end connected to the third spoiler (3). The third control mechanism (7) is connected at one end to the second spoiler (6) and at the other end to the fourth spoiler (5).

5. The drag reduction device according to claim 3, characterized in that, The drag reduction device further includes a controller (8), which is electrically connected to the control component.

6. A control method for a drag reduction device, characterized in that, The control method is used to control the drag reduction device as described in any one of claims 1 to 5, comprising: Obtain parameter information of the target vehicle, including vehicle speed information and vehicle size information, including height and width. If the vehicle speed information is determined to meet the preset vehicle speed, a control strategy is generated. The control strategy is used to control the spoiler assembly to be located in different working positions through the control components.

7. The control method according to claim 6, characterized in that, If the vehicle speed information is determined to meet a preset vehicle speed, the control strategy is generated, including: If the vehicle speed information is determined to be lower than the first preset vehicle speed, a first control strategy is generated. The first control strategy is used to control the control component to drive the spoiler assembly to the storage position. When it is determined that the vehicle speed information is higher than the first preset vehicle speed and lower than the second preset vehicle speed, a second control strategy is generated. The second control strategy is used to control the third control mechanism (7) to drive the second spoiler (6) and the fourth spoiler (5) to the retracted position, control the second control mechanism (4) to drive the third spoiler (3) to the deployed position, and control the first control mechanism (2) to drive the first spoiler (1) to the deployed position. If the vehicle speed information is determined to be higher than the second preset vehicle speed, a third control strategy is generated. The third control strategy is used to control the control component to drive the spoiler assembly to the deployed position.

8. The control method according to claim 7, characterized in that, When the control component drives the spoiler assembly to the deployed position, the method includes: Obtain the real-time speed information of the target vehicle; Based on the real-time vehicle speed information and the vehicle speed-opening angle mapping table, the deployment angle of the spoiler assembly is adjusted in real time.

9. The control method according to claim 6, characterized in that, The control method further includes: Acquire image information of the front of the target vehicle; When an obstacle is detected on the target road, a fourth control strategy is generated, which is used to control the third control mechanism (7) to drive the second spoiler (6) and the fourth spoiler (5) to the storage position.

10. A vehicle, comprising a control method, characterized in that, The control method is the control method according to any one of claims 6 to 9.

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