Vehicle water travel assistance adjusting device, system, control method, and vehicle

Abstract

The application relates to a vehicle water travel auxiliary adjusting device, a system, a control method and a vehicle. The vehicle water travel auxiliary adjusting device comprises a guide plate located between a wheel cover and a wheel of the vehicle; a driving mechanism in transmission connection with the guide plate, used for driving the guide plate to switch to a retracted state and an extended state, and used for adjusting the size of an included angle between the guide plate in the extended state and an axis of the vehicle wheel. Through flexible switching of different states and angles, the lifting force and the propelling force generated by wheel rotation can be adjusted, the problem that a wheeled amphibious vehicle in the prior art is difficult to optimize the lifting force and the propelling force, leading to large resistance of the vehicle when the vehicle is high-speed sailing in water and insufficient flexibility of posture adjustment is solved, the vehicle speed during water travel and the sailing posture stability are considered, and the comprehensive water use performance of the vehicle is obviously improved.

Description

Technical Field

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

[0002] With the development of wheeled amphibious vehicle technology, vehicles that can travel on land and in water are being used more and more widely, and improving their speed and attitude stability when traveling in water has become a key requirement.

[0003] In related technologies, wheeled amphibious vehicles mainly rely on the rotation of their wheels to generate lifting and propulsion forces to navigate in water.

[0004] However, this method of relying on the rotation of wheels to generate hydrodynamics makes it difficult to optimize the magnitude and direction of lifting and propulsion forces. This results in greater resistance when the vehicle is traveling at high speed in water, insufficient flexibility in attitude adjustment, and an inability to simultaneously achieve both increased speed and navigation stability, thus limiting the overall performance of wheeled amphibious vehicles in water. Summary of the Invention

[0005] Based on this, a vehicle water driving assistance adjustment device, system, control method and vehicle are provided to adjust the lifting force and propulsion force generated by the rotation of the wheels when the vehicle is driving in water.

[0006] This application provides a vehicle water driving assistance adjustment device, including: a deflector plate located between the wheel arch and the wheel of the vehicle; a drive mechanism, which is pulsatorically connected to the deflector plate and is used to drive the deflector plate to switch between a retracted state and an extended state, and can be used to adjust the angle between the deflector plate and the axle of the vehicle wheel when the deflector plate is in the extended state.

[0007] According to one embodiment of this application, the drive mechanism includes: a fixed bracket, which is fixedly connected to the inner side of the wheel arch; an active link and a driven link, each configured such that one end of the active link is hinged to the fixed bracket and the other end is hinged to the deflector; and a power source connected to the active link, the power source being used to drive the active link and the driven link to rotate relative to the fixed bracket, thereby driving the deflector to switch to a retracted state or an extended state, and driving the deflector to adjust the angle between itself and the vehicle wheel axis when in the extended state.

[0008] According to one embodiment of this application, the profile of the deflector is adapted to the profile of the inner wall of the wheel arch and is parallel to the inner wall of the wheel arch in the retracted state.

[0009] This application also provides a vehicle underwater driving assistance adjustment system, comprising: a sensing unit for acquiring vehicle motion state parameters; a control unit electrically connected to the sensing unit for receiving the motion state parameters and outputting control commands; and an execution unit electrically connected to the control unit, the execution unit including the vehicle underwater driving assistance adjustment device of the above embodiment and a wheel drive mechanism for driving wheel rotation; wherein, the control unit controls the drive mechanism of the vehicle underwater driving assistance adjustment device to operate according to the motion state parameters, thereby driving the guide vane to switch between a retracted state and an extended state, and driving the guide vane to adjust the angle between the guide vane and the vehicle wheel axis when in the extended state; and / or, the control unit controls the wheel drive mechanism to adjust the wheel speed or the speed difference between the left and right wheels according to the motion state parameters.

[0010] According to one embodiment of this application, the sensing unit includes: an inertial measurement unit for collecting at least one of the vehicle's speed, steering angle, roll angle, and pitch angle. This application also provides a motion state parameter.

[0011] According to one embodiment of this application, the control unit is further configured to obtain and output control commands based on the motion state parameters and a preset threshold; wherein the preset threshold is a plurality of threshold parameters.

[0012] According to one embodiment of this application, the wheel drive mechanism includes: a wheel differential control module, used to adjust the speed difference between the left and right wheels according to the control command, so as to realize wheel differential drive.

[0013] This application also provides a control method for a vehicle underwater driving assistance adjustment system, applied to the control unit of the vehicle underwater driving assistance adjustment system of the above embodiment. The control method includes the following steps: acquiring the vehicle's motion state parameters; outputting control commands based on the motion state parameters; wherein the control commands are: controlling the drive mechanism of the vehicle underwater driving assistance adjustment device to operate, thereby driving the guide vane to switch between a retracted state and an extended state, and driving the guide vane to adjust the angle between the guide vane and the vehicle's wheel axis when in the extended state; and / or controlling the wheel drive mechanism to adjust the wheel speed or the speed difference between the left and right wheels.

[0014] According to one embodiment of this application, the step of outputting a control command based on the motion state parameters includes: obtaining and outputting the control command based on the motion state parameters and a preset threshold; wherein the preset threshold is a plurality of threshold parameters.

[0015] According to one embodiment of this application, the motion state parameters include at least one of the following: vehicle speed, steering angle, roll angle, and pitch angle. This application also provides one such parameter.

[0016] According to one embodiment of this application, the step of outputting control commands based on the motion state parameters includes: when the motion state parameters satisfy the condition that the steering angle is greater than a first threshold and the vehicle speed is less than a second threshold, obtaining a first control command; wherein the first control command is to control the drive mechanism to operate, drive all deflectors to switch to a retracted state, and control the wheel drive mechanism to create a speed difference between the left and right wheels; when the motion state parameters satisfy the condition that the vehicle speed is greater than a third threshold, obtaining a second control command; wherein the second control command is to control the drive mechanism to operate, drive all deflectors to switch to an extended state, and control the wheel drive mechanism to make all wheels rotate synchronously in the same direction; when the motion state parameters satisfy the condition that the roll angle is greater than a fourth threshold, obtaining a third control command; wherein the third control command is to control the drive mechanism to operate, drive the vehicle... The deflectors on both sides of the vehicle are switched to the extended state, and the angle between the deflector on at least one side of the vehicle's left and right sides and the vehicle's wheel axis is adjusted so that the angle between the deflector on the side with greater height and the vehicle's wheel axis is smaller than the angle between the deflector on the side with less height and the vehicle's wheel axis. When the motion state parameter is detected to satisfy the pitch angle being greater than the fifth threshold, a fourth control command is obtained. The fourth control command is to control the drive mechanism to switch all the vehicle's deflectors to the extended state and adjust the angle between the deflector on at least one side of the vehicle's front and rear sides and the vehicle's wheel axis so that the angle between the deflector on the side with greater height and the vehicle's wheel axis is smaller than the angle between the deflector on the side with less height and the vehicle's wheel axis.

[0017] This application also provides a vehicle, including: the vehicle underwater driving assistance adjustment device of the above embodiment; or the vehicle underwater driving assistance adjustment system of the above embodiment.

[0018] The aforementioned vehicle underwater driving assistance adjustment device, system, control method, and vehicle have a drive mechanism capable of flexibly switching the deflector between a retracted and extended state. Furthermore, the mechanism can be used to adjust the angle between the deflector and the vehicle's wheel axle when the deflector is extended. In the retracted state, the deflector is located inside the wheel arch and parallel to the vehicle's wheel axle, with the wheels fully exposed. This facilitates the generation of rotational torque through differential wheel control, enabling stationary turning or rapid steering. In the extended state, at least a portion of the deflector is located outside the wheel arch. If the deflector is parallel to the vehicle's wheel axle, a ducting effect is created, which reduces the entrainment of water from the outside of the vehicle body and weakens the effect of water separated from the front wheels on the rear wheel flow field. This maximizes the efficiency of the upward lifting force and forward propulsion generated by tire rotation, further enhancing attitude adjustment and speed. If the deflector forms an angle with the vehicle's wheel axle, a larger lifting force is generated. Differential control of the tilt of the deflectors on different sides can generate vector flow, creating a restoring torque to counteract tilt and maintain vehicle stability. By flexibly switching between the different states and adjusting the angles, the lifting force and propulsion force generated by the rotation of the wheels can be adjusted in a targeted manner. This effectively solves the problem that existing wheeled amphibious vehicles have difficulty optimizing the lifting force and propulsion force, resulting in greater resistance and insufficient flexibility in attitude adjustment when the vehicle is sailing at high speed in water. It achieves a balance between increasing the vehicle's speed and maintaining the stability of its sailing attitude when the vehicle is traveling in water, and significantly improves the vehicle's overall performance in water. Attached Figure Description

[0019] Figure 1 This is an application scenario diagram of a vehicle underwater driving assistance adjustment device according to an embodiment of this application.

[0020] Figure 2 This is a schematic diagram of the deflector in the retracted state of a vehicle underwater driving assistance adjustment device according to an embodiment of this application.

[0021] Figure 3 This is a schematic diagram of the deflector in the extended state of a vehicle underwater driving assistance adjustment device according to an embodiment of this application.

[0022] Figure 4 This is a schematic diagram of the guide vane in the extended and deflected state of a vehicle underwater driving assistance adjustment device according to an embodiment of this application.

[0023] Figure 5 This is a structural diagram of a vehicle underwater driving assistance adjustment system according to an embodiment of this application.

[0024] Figure 6 This is a flowchart of a control method for a vehicle underwater driving assistance adjustment system according to an embodiment of this application.

[0025] Figure label:

[0026] 10. Deflector plate;

[0027] 20. Drive mechanism; 21. Fixed bracket; 22. Driving link; 23. Driven link;

[0028] 30. Wheel cover;

[0029] 40. Wheel;

[0030] 50. Sensing unit;

[0031] 60. Control unit;

[0032] 70. Execution unit;

[0033] 80. Vehicle underwater driving assistance and adjustment system;

[0034] 90. Wheel drive mechanism. Detailed Implementation

[0035] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0036] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0037] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0038] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0039] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0040] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0041] Combination Figure 1 One embodiment of this application provides a vehicle underwater driving assistance adjustment device including a deflector 10, which is located between the wheel arch 30 and the wheel 40 of the vehicle. The deflector 10 may be made of a lightweight and corrosion-resistant material, such as engineering plastics or composite materials.

[0042] Combination Figure 2 , Figure 3 and Figure 4 The vehicle water-driving auxiliary adjustment device also includes a drive mechanism 20. The drive mechanism 20 is connected to the guide vane 10 for driving the guide vane 10 to switch between a retracted state and an extended state, and can also be used to adjust the angle between the guide vane 10 and the axle of the vehicle wheel 40 when the guide vane 10 is in the extended state.

[0043] When retracted, the deflector 10 is completely retracted inside the wheel cover 30, and its surface is parallel to the axis of the vehicle's wheel 40. At this time, the wheel 40 is fully exposed to the water flow, which facilitates the generation of rotational torque through differential control of the left and right wheels 40, thereby improving the vehicle's maneuverability in water and enabling rapid turning or turning on the spot.

[0044] When extended, the drive mechanism 20 pushes the guide vane 10 to move outward of the wheel cover 30, so that at least a portion of the guide vane 10 extends out of the wheel cover 30.

[0045] Furthermore, when extended, the deflector 10 has the following two states:

[0046] One configuration involves the guide vane 10 being parallel to the axis of the wheel 40, forming a duct-like flow field structure. According to the continuity equation and mass conservation, the flow velocity increases when the water flow is confined within a channel with a decreasing cross-sectional area. This annular flow channel, formed by the guide vane 10, the side of the wheel 40, and the wheel arch 30, regulates and accelerates the water flow towards the wheel 40. This structure effectively guides the water flow, reduces the entrainment effect of the wheel 40 on the water flow outside the vehicle body during rotation, and weakens the interference of the front wheel separation flow on the rear wheel flow field. This optimizes the lifting and propulsion efficiency generated by the rotation of the wheel 40, contributing to increased speed and improved driving posture.

[0047] Another configuration involves the deflector 10 forming an angle with the vehicle's wheel axle. Typically, the deflector 10 tilts gradually from the end closest to the inner side of the wheel arch 30 towards the end furthest from the inner side of the wheel arch 30, moving away from the corresponding wheel 40 axle. This tilting design alters the flow direction and pressure distribution of the water, generating additional lift or lateral force. When the vehicle is at risk of tilting or rolling, by independently controlling the deflection state of the deflectors 10 on different sides, differentiated hydrodynamic effects can be created, generating a restoring torque to counteract the tilting tendency and enhance the vehicle's stability in water. Vector flow guidance actively controls and changes the direction of water flow by altering the geometric angle of the deflector 10's outlet, thereby generating a force component with a specific direction. When the high-speed water flow, accelerated by the wheel 40 and constrained by the duct, reaches the outlet of the deflector 10, it has a primary initial momentum direction, roughly towards the rear of the vehicle and slightly downward. If the outlet of the deflector 10 is straight, the water flow will maintain this direction. However, when the deflector 10 deflects upward at an angle, it exerts a force on the water flow, forcing it to change direction. According to Newton's second law, the rate of change of fluid momentum is equal to the force applied to it. Therefore, the deflector 10, which changes the flow rate, will inevitably experience a reaction force of equal magnitude and opposite direction from the water flow. This reaction force can be decomposed into two components: an axial component, parallel to the original flow direction, i.e., a backward thrust; and a normal component, perpendicular to the original flow direction. When the deflector 10 deflects upward, the direction of this normal component is upward. The upward normal force acts on the side of the wheel 40, which is equivalent to applying lift to the vehicle. By independently controlling the deflection state of the deflectors 10 on both sides or front and rear of the vehicle, an asymmetrical lift distribution can be generated. For example, when resisting right-side tilt, the system controls the left deflector 10 to extend horizontally, mainly generating thrust, while the right deflector 10 tilts upward, generating both thrust and upward lift. The additional lift on the right side, relative to the vehicle's center of gravity, generates a restoring torque that counteracts rightward tilting, thus straightening the vehicle. Similarly, by controlling the deflection of the front and rear wheel deflectors 10, a pitching torque can be generated to adjust the vehicle's longitudinal tilt.

[0048] In this embodiment, the drive mechanism 20 can adjust the position and angle of the guide vane 10 in real time according to the vehicle's driving status, thereby dynamically changing the flow field environment around the wheels 40 and achieving precise control over the magnitude and direction of lifting and propulsion forces. This not only effectively reduces water resistance and increases speed, but also flexibly adjusts the vehicle's attitude, significantly enhancing the overall performance of the amphibious vehicle in water.

[0049] To demonstrate the advantages of the vehicle underwater driving assistance adjustment device provided in this embodiment, the following description is based on specific underwater driving conditions:

[0050] When the vehicle needs to travel at high speed in a straight line, all the deflectors 10 switch to the extended state and are parallel to the axis of the wheel 40, thereby forming a duct effect around the wheel 40, effectively regulating the water flow, reducing energy dissipation, and converting the water flow into forward propulsion and upward lifting force more efficiently, thereby achieving increased speed and stable attitude.

[0051] If the vehicle tilts in wind and waves, the control system will keep the deflector 10 on the upward side of the vehicle extended, while switching the deflector 10 on the downward side to the extended state. The deflector 10 will gradually tilt away from the wheel arch 30 axis from the end closer to the inside of the wheel arch 30 to the end away from the inside of the wheel arch 30, so that the two wheels 40 generate asymmetrical hydrodynamic force. The downward side will gain additional upward force and inward force due to the deflection of the deflector 10, which together form a restoring torque to counteract the tilt and help the vehicle straighten.

[0052] When the vehicle needs to make a sharp turn or a small-radius turn, all the deflectors 10 retract to the retracted state, so that the wheels 40 are fully exposed to the water flow. This eliminates the constraint of the deflectors 10 on the water flow, so that when the left and right wheels 40 are driven in opposite directions or at different speeds through differential drive, the rotational kinetic energy can be transferred to the water flow more directly, thereby generating a greater lateral force, forming a strong steering torque, and greatly improving maneuverability.

[0053] When the vehicle adopts a tilted-down posture, the front wheel deflector 10 switches to the extended state and gradually tilts away from the inner side of the wheel arch 30 towards the side away from the inner side of the wheel arch 30, in order to generate a greater upward lifting force. At the same time, the rear wheel deflector 10 switches to the extended state to provide continuous forward propulsion. The force difference generated by the front and rear wheels creates a torque that lifts the front of the vehicle, thereby quickly correcting the vehicle's tilt posture and avoiding risks.

[0054] According to one embodiment of the present invention, a plurality of deflector plates 10 are provided at circumferential intervals along the wheel cover 30, and a plurality of drive mechanisms 20 are provided corresponding to the deflector plates 10, and the plurality of drive mechanisms 20 are configured to allow independent execution of drive actions.

[0055] In this embodiment, multiple guide vanes 10 are evenly distributed along the circumference of the wheel arch 30. For example, three guide vanes 10 are provided at each wheel arch 30 position, and the three guide vanes 10 are respectively located at the front, top, and rear of the vehicle corresponding to that wheel arch 30. Each guide vane 10 is directly connected to an independent drive mechanism 20, and sufficient movement space is reserved between adjacent guide vanes 10 to avoid collisions or interference between different guide vanes 10 when switching states.

[0056] Each drive mechanism 20 is only responsible for the state control of its corresponding deflector 10. It can independently drive the deflector 10 to switch to the retracted or extended state and adjust its angle according to the control command, without being affected by the movement of other deflectors 10. For example, when the vehicle tilts to one side, the deflector 10 on the higher side switches to the extended state, and the deflector 10 gradually tilts away from the wheel arch 30 axis from the end closer to the inside of the wheel arch 30 to the end away from the inside of the wheel arch 30, while the deflector 10 on the lower side remains in the extended state.

[0057] The spaced distribution of multiple deflectors 10 allows for more comprehensive coverage of the flow field around the wheel 40. Compared to a single deflector 10, it enables more precise adjustment of the water flow in different directions. The independent drive design further enhances the flexibility of adjustment and reduces unnecessary energy consumption. This design can create a more suitable flow field for complex water flow environments and driving conditions, further improving the adjustment accuracy of lifting and propulsion forces, enhancing the vehicle's stability and maneuverability in water, and significantly improving the vehicle's overall adaptability to different water environments.

[0058] According to one embodiment of the present invention, the drive mechanism 20 includes a fixed bracket 21, an active link 22, a driven link 23, and a power source (not shown in the figure). The fixed bracket 21 is fixedly connected to the inner side of the wheel cover 30; both the active link 22 and the driven link 23 are configured such that one end is hinged to the fixed bracket 21 and the other end is hinged to the guide plate 10; the power source is connected to the active link 22, and the power source is used to drive the active link 22 and the driven link 23 to rotate relative to the fixed bracket 21, so as to drive the guide plate 10 to switch to a retracted state or an extended state, and to drive the guide plate 10 to adjust the angle between itself and the axis of the vehicle wheel 40 when it is in the extended state.

[0059] The fixed bracket 21 adopts a reliable structure, and its connection position with the inner side of the wheel cover 30 is selected in an area where the wheel cover 30 is subjected to uniform force and does not affect the operation of other components. The stable connection ensures that the drive mechanism 20 will not loosen or shift during operation. The lengths of the active link 22 and the driven link 23 are adapted to the movement stroke and deflection angle requirements of the guide plate 10. One end of each link is connected to the fixed bracket 21 by a hinge, allowing it to rotate flexibly around the hinge point. The other end is also connected to the guide plate 10 by a hinge. The power source is fixedly connected to one end of the active link 22. When the power source is started, it drives the active link 22 to rotate around the hinge point of the fixed bracket 21. The active link 22 then pulls or pushes the guide plate 10 to move. At the same time, the driven link 23 rotates synchronously with the movement of the active link 22, helping to limit the movement trajectory of the guide plate 10 and ensuring its smooth switching state.

[0060] The stable connection of the fixed bracket 21 provides a reliable installation base for the drive mechanism 20, preventing displacement during movement and ensuring accurate transmission of drive actions. The double-link structure of the active link 22 and the driven link 23 can effectively limit the degree of freedom of movement of the guide vane 10, ensuring accurate trajectory during state switching without deviation or jamming, and improving the stability of the mechanism operation. The direct connection between the power source and the active link 22 results in a short power transmission path, low energy loss, and rapid response to control commands, enabling timely switching of the state of the guide vane 10.

[0061] This drive mechanism 20 makes the adjustment of the deflector 10 more precise, stable and responsive, providing reliable execution guarantee for the attitude and speed adjustment of the vehicle in water, while extending the service life of the entire device.

[0062] Furthermore, when the drive source rotates the active link 22 and the driven link 23, causing the guide vane 10 to fully extend, the guide vane 10 is in the extended state and parallel to the axis of the wheel 40. When the drive source rotates the active link 22 and the driven link 23, causing the guide vane 10 to partially extend, the guide vane 10 is in the extended state and forms an angle with the axis of the wheel. When the drive source rotates the active link 22 and the driven link 23 in opposite directions, causing the guide vane 10 to retract, the guide vane 10 is in the retracted state. The simple structure of the drive mechanism 20 allows for simultaneous switching between these three states and angle adjustment, offering advantages such as low operating cost, good stability, and ease of adjustment.

[0063] In some embodiments, the drive source may be an electric actuator such as an electric servo motor, rotary motor or linear motor, or a hydrodynamic component such as a hydraulic cylinder or pneumatic cylinder.

[0064] For example, the fixed bracket 21 is typically fixed to the inner reinforcing structure of the wheel cover 30 by welding or bolting, and its extended mounting base provides stable support for the drive source. When the power source is an electric servo motor or rotary motor, a flange is used with fastening bolts to achieve coaxial positioning connection with the fixed bracket 21. The motor output shaft is circumferentially fixed to one end of the drive link 22 through a keyway or fastening screws to ensure effective torque transmission. When the power source is a linear motor, hydraulic cylinder, or pneumatic cylinder, the tail of its cylinder body is hinged to the fixed bracket 21 through a pin or U-shaped clamp to give it a certain degree of swing freedom. The end of the piston rod is connected to the drive link 22 through a ball joint to accommodate slight wobble during the movement of the mechanism.

[0065] According to one embodiment of the present invention, the profile of the deflector 10 is adapted to the profile of the inner wall of the wheel cover 30, and is parallel to the inner wall of the wheel cover 30 in the retracted state.

[0066] The shape of the deflector 10 is designed according to the curvature and surface direction of the inner wall of the wheel arch 30, and the two contours match. The deflector 10 has a small thickness, occupies little space when retracted, does not protrude from the wheel arch 30, and does not contact or interfere with the wheel 40 or other components around the wheel arch 30, ensuring normal passage when the vehicle is driving on land and flow field stability when driving at low speeds in water. Optionally, the drive mechanism 20 is located in a groove inside the wheel arch 30, so that it fits against the inner wall of the wheel arch 30 when the deflector 10 is in the retracted state.

[0067] In this embodiment, when the vehicle does not require the deflector 10 to function, the drive mechanism 20 pulls the deflector 10 back to the inside of the wheel arch 30. At this time, the deflector 10 forms a smooth surface, reducing the formation of eddies between the two air or water flows. Without affecting the function of the deflector 10, the vehicle's driving performance in the non-adjusted state is optimized, and the adverse effects of the deflector 10 on the vehicle are reduced.

[0068] like Figure 5 As shown, the present invention also provides a vehicle underwater driving assistance adjustment system 80, including a sensing unit 50, a control unit 60, and an execution unit 70. The sensing unit 50 is used to acquire the vehicle's motion state parameters. The control unit 60 is electrically connected to the sensing unit 50 and is used to receive the motion state parameters and output control commands. The execution unit 70 is electrically connected to the control unit 60, and the execution unit 70 includes the vehicle underwater driving assistance adjustment device of the above embodiment and a wheel drive mechanism 90 for driving the wheels 40 to rotate. The control unit 60 controls the drive mechanism 20 of the vehicle underwater driving assistance adjustment device to operate according to the motion state parameters, thereby driving the guide vane 10 to switch between a retracted state and an extended state, and driving the guide vane 10 to adjust the angle between the guide vane 10 and the axis of the vehicle wheel 40 when in the extended state; and / or controlling the wheel drive mechanism 90 to adjust the rotational speed of the wheel 40 or the difference in rotational speed between the left and right wheels 40.

[0069] The sensing unit 50 captures the vehicle's motion state and sends parameters to the control unit 60 in real time. The control unit 60 determines the required driving state based on preset logic, generates corresponding control commands, and sends them to the execution unit 70. The execution unit 70 executes the actions according to the commands to achieve attitude and speed adjustment.

[0070] The real-time data acquisition by the sensing unit 50 provides accurate decision-making data for the control unit 60, avoiding untimely adjustments due to parameter lag. Stable connections between the control unit 60 and other units reduce signal interference and improve system response speed. The coordinated operation of the deflector 10 and the wheel 40 speed adjustment makes the adjustments more targeted; for example, at high speeds, the deflector 10 extends to rotate in the same direction as the wheel 40, while during turns, the deflector 10 retracts to coordinate with the differential speed of the wheel 40. This achieves comprehensive and precise control of the vehicle's underwater driving state, balancing speed improvement and attitude stability, and significantly enhancing the vehicle's overall underwater driving performance.

[0071] According to one embodiment of the present invention, the sensing unit 50 includes an inertial measurement unit, which is used to collect at least one motion state parameter of the vehicle, including vehicle speed, steering angle, roll angle and pitch angle.

[0072] In some embodiments, the inertial measurement unit (IMU) is installed on the vehicle in a location with minimal vibration and stable force to ensure the accuracy of the measurement data. The IMU senses physical quantities such as the vehicle's acceleration and angular velocity through internal sensing elements, and then calculates key parameters such as vehicle speed, steering angle, roll angle, and pitch angle. These parameters comprehensively reflect the vehicle's underwater driving state; for example, vehicle speed reflects the speed of travel, steering angle reflects the steering intention, and roll and pitch angles reflect the tilt state.

[0073] The inertial measurement unit (IMU) maintains a stable signal connection with the control unit 60, transmitting the collected parameters to the control unit 60 in real time and continuously, ensuring that the control unit 60 obtains complete information about the vehicle's motion state. The IMU can simultaneously collect multiple key parameters, providing a more comprehensive reflection of the vehicle's state compared to single-parameter acquisition devices, allowing the control unit 60 to make more reasonable judgments. Real-time, continuous parameter transmission ensures that the control unit 60 promptly grasps state changes, facilitating rapid adjustments to the control strategy. The application of the IMU makes the parameter acquisition by the sensing unit 50 more accurate, comprehensive, and timely, providing crucial support for the efficient operation of the entire auxiliary adjustment system and improving the accuracy and timeliness of vehicle underwater driving adjustments.

[0074] According to one embodiment of the present invention, the control unit 60 is further configured to: obtain and output control commands based on motion state parameters and preset thresholds; wherein the preset thresholds are multiple threshold parameters.

[0075] The control unit 60 internally stores multiple preset thresholds. These thresholds can be determined based on vehicle design performance, common water driving conditions, and safety requirements, covering various driving states that the vehicle may encounter. After receiving motion state parameters, the control unit 60 compares each parameter with its corresponding preset threshold and uses logical judgment to determine whether to trigger a specific control command.

[0076] When the parameters meet a certain threshold condition, the control unit 60 generates a corresponding control command and transmits it to the execution unit 70; if no threshold condition is met, the current command is maintained or the default command is output.

[0077] Different motion state parameters correspond to different preset thresholds. For example, vehicle speed corresponds to high speed and low speed thresholds, and steering angle corresponds to large angle and small angle thresholds. By comparing parameters with thresholds, driving conditions can be quickly identified and targeted control commands can be output.

[0078] In this embodiment, the reasonable setting of preset thresholds makes the logical judgments of the control unit 60 more evidence-based, avoids subjective errors, and ensures that the instructions meet design requirements and safety needs. Multiple thresholds cover different operating conditions, allowing the control unit 60 to flexibly output instructions. The rapid comparison of parameters and thresholds improves the instruction generation speed, ensuring that the execution unit 70 responds in a timely manner. This threshold-based control method improves the decision-making efficiency and accuracy of the control unit 60, allowing the system to quickly adapt to different driving conditions and ensuring the safety and stability of the vehicle while driving in water.

[0079] According to one embodiment of the present invention, the wheel drive mechanism 90 includes a wheel 40 differential control module, which is used to adjust the speed difference between the left and right wheels 40 according to control commands to realize differential drive of the wheels 40.

[0080] In some embodiments, the wheel 40 differential control module is connected to the control unit 60 via a circuit, and can accurately receive control commands sent by the control unit 60. The module has a speed adjustment function, which can change the speed of the left and right wheels 40 according to the commands. This module is directly connected to the drive component of the wheel 40, and changes the speed of the wheel 40 by adjusting the output power of the drive component, thereby creating a speed difference between the left and right wheels 40.

[0081] When the control unit 60 issues a differential drive command, the module increases the speed of one wheel by 40 while decreasing the speed of the other wheel, or makes one wheel rotate clockwise and the other wheel rotate counterclockwise, generating rotational torque to drive the vehicle to steer or turn in place.

[0082] The precise coordination between the wheel 40 differential control module and the control unit 60 ensures accurate execution of differential commands, quickly adjusts the speed difference, and improves steering response speed. The differential drive function allows the vehicle to fully utilize the speed difference to generate a larger steering torque when the deflector 10 is retracted, making steering more flexible and effortless. It can achieve small-radius steering and even turn on the spot, significantly improving the vehicle's maneuverability in water and making the vehicle easier to control in complex water environments.

[0083] Combination Figure 6The present invention also provides a control method for a vehicle underwater driving assistance adjustment system 80, applied to the control unit 60 of the vehicle underwater driving assistance adjustment system 80 in the above embodiment, the control method comprising the following steps:

[0084] S100. Acquire vehicle motion state parameters. The control unit 60 continuously receives key motion state parameters such as vehicle speed, steering angle, roll angle, and pitch angle collected by the sensing unit 50 through an electrical connection, ensuring the comprehensiveness and real-time nature of parameter acquisition.

[0085] S200. Based on the motion state parameters, output control commands; wherein, the control commands are: control the drive mechanism 20 of the vehicle water driving assistance adjustment device to operate, so as to drive the guide plate 10 to switch between the retracted state and the extended state, and drive the guide plate 10 to adjust the angle between the guide plate 10 and the axis of the vehicle wheel 40 when it is in the extended state; and / or control the wheel drive mechanism 90 to adjust the speed of the wheel or the speed difference between the left and right wheels.

[0086] The control unit 60 analyzes and processes the acquired parameters, and, in conjunction with the different operating conditions required for the vehicle to travel in water, determines the necessary adjustment method and generates targeted control commands. For example, when the vehicle needs to increase its speed, it outputs a command to extend the deflector 10 and rotate synchronously in the same direction as the wheels 40; when it needs to turn, it outputs a command to retract the deflector 10 and rotate differentially with the wheels 40; when there is a risk of tilting, it outputs a command to deflect part of the deflector 10.

[0087] In this embodiment, by continuously acquiring parameters, the vehicle's status changes are monitored in real time. Adjustment strategies are matched to the operating conditions reflected by the parameters, commands are generated and sent to the execution unit 70, achieving dynamic adjustment. Continuous parameter acquisition ensures timely adjustment, avoiding improper adjustment due to parameter lag; targeted command output improves adjustment efficiency and avoids ineffective adjustment; the coordinated adjustment of the deflector 10 and wheel 40 speeds balances speed, stability, and maneuverability, making it more adaptable to complex aquatic environments and comprehensively improving the vehicle's underwater driving performance.

[0088] According to one embodiment of the present invention, the output control command, based on motion state parameters, includes:

[0089] Based on motion state parameters and preset thresholds, control commands are obtained and output; where the preset thresholds are multiple threshold parameters.

[0090] In some embodiments, the control unit 60 stores multiple preset thresholds, each corresponding to different motion state parameters and driving conditions, with each threshold having a clearly defined triggering condition. After acquiring the motion state parameters, the control unit 60 compares each parameter with its corresponding preset threshold, using logical operations to determine whether the conditions for triggering a certain control command are met. When a parameter reaches a preset threshold, a corresponding control command is immediately generated; if none of the parameters are reached, the current command is maintained or a default command is output to ensure stable driving conditions. The preset thresholds set clear limits for the parameters, such as a vehicle speed threshold for high-speed driving and a steering angle threshold for large-angle steering. By comparing parameters with thresholds, driving conditions are quickly identified, and appropriate control commands are output. Multiple preset thresholds allow the control unit 60 to accurately identify different driving conditions, avoiding ambiguity in condition judgment; direct comparison between parameters and thresholds simplifies the logical judgment process and improves command generation speed; the design of different thresholds corresponding to different commands allows the vehicle to be adapted and adjusted under different driving conditions, improving the reliability and accuracy of the control method and optimizing the vehicle's performance in water.

[0091] According to one embodiment of the present invention, the motion state parameters include at least one of the vehicle speed, steering angle, roll angle and pitch angle.

[0092] Vehicle speed parameters directly reflect how fast a vehicle travels in water and are a key basis for judging whether it is a high-speed or low-speed driving condition; steering angle parameters reflect the vehicle's steering intention and steering range, and determine whether steering or turning is necessary; roll angle parameters reflect the degree of tilt of the vehicle in the left and right directions, and determine whether there is a risk of roll; pitch angle parameters reflect the degree of tilt of the vehicle in the front and rear directions, and determine whether there is a risk of pitch.

[0093] These parameters work together to comprehensively cover the core motion state of the vehicle while driving in water. After being collected by the sensing unit 50, they are completely transmitted to the control unit 60, allowing the control unit 60 to fully and accurately grasp the vehicle's driving state, avoid biased judgment, generate more reasonable control commands, and improve the effectiveness and safety of the adjustment.

[0094] According to one embodiment of the present invention, the output control command, based on motion state parameters, includes:

[0095] When the motion parameters are detected to meet the condition that the steering angle is greater than a first threshold and the vehicle speed is less than a second threshold, a first control command is obtained. This first control command controls the drive mechanism 20 to activate, causing all deflectors 10 to switch to the retracted state, and controls the wheel drive mechanism 90 to activate, creating a speed difference between the left and right wheels 40. When the steering angle is greater than the first threshold and the vehicle speed is less than the second threshold, the vehicle needs to make a small-radius turn or a U-turn. The first control command retracts all deflectors 10, fully exposing the wheels 40 to the water flow. Simultaneously, the wheel drive mechanism 90 creates a speed difference between the left and right wheels 40, generating rotational torque through this speed difference to drive the steering.

[0096] When the motion parameters are detected to meet the condition that the vehicle speed exceeds the third threshold, a second control command is obtained. This second control command controls the drive mechanism 20 to activate, causing all deflectors 10 to extend and the wheel drive mechanism 90 to rotate all wheels 40 synchronously in the same direction. When the vehicle speed exceeds the third threshold, the vehicle is in a high-speed driving state. The second control command causes all deflectors 10 to extend, creating a duct effect to regulate the water flow, and all wheels 40 to rotate synchronously in the same direction, maximizing propulsion and lifting force, increasing speed, and maintaining stable attitude.

[0097] When the motion state parameters are detected to satisfy the roll angle being greater than the fourth threshold, a third control command is obtained. The third control command is to control the drive mechanism 20 to move, drive the deflectors 10 on the left and right sides of the vehicle to switch to the extended state, and adjust the angle between the deflector 10 on at least one side of the left and right sides of the vehicle and the axis of the vehicle wheel 40, so that the angle between the deflector 10 on the side with the greater height on the left and right sides of the vehicle and the axis of the vehicle wheel 40 is smaller than the angle between the deflector 10 on the side with the less height on the left and right sides of the vehicle and the axis of the vehicle wheel 40. For example, make the deflector 10 on the side with the greater height on the left and right sides of the vehicle parallel to the axis of the vehicle wheel 40, i.e., the angle is 0°, and make the angle between the deflector 10 on the side with the less height on the left and right sides of the vehicle and the vehicle wheel 40 gradually increase from the inside to the outside. Understandably, when the roll angle is greater than the fourth threshold, the vehicle is at risk of rolling. The third control command keeps the deflector 10 on the side with greater height extended, while the side with less height switches to the extended state and gradually deflects away from the wheel axis 40 from the inside out. The deflected side generates additional lifting force, forming a restoring torque to counteract the roll.

[0098] When the motion state parameters are detected to satisfy the pitch angle being greater than the fifth threshold, a fourth control command is obtained. This fourth control command controls the drive mechanism 20 to activate, causing all the vehicle's deflectors 10 to extend, and adjusts the angle between at least one of the deflectors 10 on the front and rear sides of the vehicle and the axis of the vehicle's wheel 40. This ensures that the angle between the deflector on the side with the greater height on the front and rear sides of the vehicle and the axis of the vehicle's wheel is smaller than the angle between the deflector on the side with the smaller height on the front and rear sides of the vehicle and the axis of the vehicle's wheel. For example, controlling the deflector 10 on the side with the greater height on the front and rear sides of the vehicle to extend, and parallel to the axis of the wheel 40, i.e., an angle of 0°; and controlling the deflector 10 on the side with the smaller height on the front and rear sides of the vehicle to extend, with the angle between the deflector 10 and the vehicle's wheel 40 gradually increasing from the inside out. When the pitch angle is greater than the fifth threshold, the vehicle is at risk of pitching. The fourth control command keeps the deflector 10 on the side with greater height extended, while the side with less height switches to the extended state and gradually deflects away from the wheel axis 40 from the inside out. The deflected side generates an upward lifting force, forming a restoring torque to correct the pitch.

[0099] In this embodiment, the first control command enhances the flexibility and maneuverability of low-speed, large-angle steering, meeting the requirements for small-radius steering; the second control command achieves speed increase and attitude stability during high-speed driving; the third control command promptly addresses roll risks, ensuring driving safety; and the fourth control command effectively corrects pitch attitude, maintaining stable driving. These four control commands comprehensively cover different driving conditions, enabling precise adjustment of the vehicle's underwater driving state, allowing the vehicle to maintain optimal performance and safety under various conditions.

[0100] The present invention also provides a vehicle including the vehicle underwater driving assistance adjustment device of the above embodiments, or the vehicle underwater driving assistance adjustment system 80 of the above embodiments.

[0101] The vehicle integrates auxiliary adjustment devices or systems into suitable locations on the vehicle body, ensuring that each component coordinates with the original vehicle structure and does not affect land driving functions or other original performance. The deflector 10 and drive mechanism 20 of the auxiliary adjustment device are installed between the wheel arch 30 and the wheel 40, maintaining a reasonable positional relationship with the wheel arch 30 and the wheel 40 to avoid motion interference; the sensing unit 50, control unit 60, and execution unit 70 of the auxiliary adjustment system are adapted to the vehicle's power supply system and control system to ensure stable power supply and signal compatibility.

[0102] When the vehicle enters the water, the auxiliary adjustment device or system is automatically activated. The sensing unit 50 collects parameters, the control unit 60 generates instructions, and the execution unit 70 adjusts the state of the deflector 10 and the speed of the wheel 40 to achieve attitude and speed adjustment. When driving on land, the deflector 10 remains in a retracted state and adheres to the inner wall of the wheel cover 30, so as not to affect the land driving performance.

[0103] After integrating the vehicle underwater driving assistance adjustment system 80, the vehicle in this embodiment possesses the ability to actively adjust its underwater driving attitude and speed, significantly improving its underwater speed, stability, and maneuverability compared to traditional amphibious vehicles. The coordinated operation of the vehicle underwater driving assistance adjustment system 80 with the vehicle's original structure achieves a balance between land and water driving performance, expands the vehicle's application scenarios, enhances its adaptability to complex aquatic environments, and provides users with a safer and more efficient underwater driving experience.

[0104] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0105] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A vehicle water-driving auxiliary adjustment device, characterized in that, The vehicle underwater driving assistance adjustment device is used for electrical connection with the control unit and includes: A spoiler, located between the wheel arch and the wheel of a vehicle; A drive mechanism is connected to the deflector plate and is used to drive the deflector plate to switch between a retracted state and an extended state. It can also be used to adjust the angle between the deflector plate and the axle of the vehicle wheel when the deflector plate is in the extended state. The drive mechanism is configured to perform actions according to control commands to drive the deflector to switch between a retracted state and an extended state, and to drive the deflector to adjust the angle between the deflector and the axle of the vehicle wheel when it is in the extended state. The control command is output by the control unit based on the vehicle's motion state parameters.

2. The vehicle underwater driving assistance adjustment device according to claim 1, characterized in that, The drive mechanism includes: A fixed bracket is fixedly connected to the inner side of the wheel cover; The active link and the driven link are both configured such that one end is hinged to the fixed bracket and the other end is hinged to the guide plate; A power source, connected to the active linkage, is used to drive the active linkage and the driven linkage to rotate relative to the fixed bracket, so as to drive the deflector to switch to a retracted state or an extended state, and to drive the deflector to adjust the angle between the deflector and the vehicle wheel axis when it is in the extended state.

3. The vehicle underwater driving assistance adjustment device according to claim 1, characterized in that, The profile of the deflector plate is adapted to the profile of the inner wall of the wheel cover, and is parallel to the inner wall of the wheel cover in the retracted state.

4. A vehicle underwater driving assistance adjustment system, characterized in that, include: The sensing unit is used to acquire the vehicle's motion state parameters; The control unit is electrically connected to the sensing unit and is used to receive the motion state parameters and output control commands. An execution unit is electrically connected to the control unit, and the execution unit includes the vehicle water driving assistance adjustment device as described in any one of claims 1-3 and the wheel drive mechanism for driving the wheels to rotate; The control unit controls the drive mechanism of the vehicle underwater driving assistance adjustment device to operate according to the motion state parameters, so as to drive the guide plate to switch between the retracted state and the extended state, and drive the guide plate to adjust the angle between the guide plate and the vehicle wheel axis when it is extended; and / or, the control unit controls the wheel drive mechanism to adjust the wheel speed or the speed difference between the left and right wheels according to the motion state parameters.

5. The vehicle underwater driving assistance and adjustment system according to claim 4, characterized in that, The sensing unit includes: An inertial measurement unit is used to collect at least one motion state parameter of a vehicle, including vehicle speed, steering angle, roll angle, and pitch angle.

6. The vehicle underwater driving assistance and adjustment system according to claim 5, characterized in that, The control unit is further configured to obtain and output control commands based on the motion state parameters and preset thresholds; wherein the preset thresholds are multiple threshold parameters.

7. The vehicle underwater driving assistance and adjustment system according to claim 5, characterized in that, The wheel drive mechanism includes: The wheel differential control module is used to adjust the speed difference between the left and right wheels according to the control command to achieve wheel differential drive.

8. A control method for a vehicle underwater driving assistance adjustment system, characterized in that, The control unit applied to the vehicle underwater driving assistance adjustment system according to any one of claims 4-7, the control method includes the following steps: Obtain the vehicle's motion state parameters; Based on the motion state parameters, output control commands; wherein, the control commands are: controlling the drive mechanism of the vehicle water driving assistance adjustment device to switch the guide vane between the retracted state and the extended state, and driving the guide vane to adjust the angle between the guide vane and the vehicle wheel axis when in the extended state; and / or controlling the wheel drive mechanism to adjust the wheel speed or the speed difference between the left and right wheels.

9. The control method for the vehicle underwater driving assistance adjustment system according to claim 8, characterized in that, The step of outputting control commands based on the motion state parameters includes: Based on the motion state parameters and the preset threshold, the control command is obtained and output; wherein, the preset threshold is a plurality of threshold parameters.

10. The control method for the vehicle underwater driving assistance adjustment system according to claim 8 or 9, characterized in that, The motion parameters include at least one of the vehicle's speed, steering angle, roll angle, and pitch angle.

11. The control method for the vehicle underwater driving assistance adjustment system according to claim 10, characterized in that, The step of outputting control commands based on the motion state parameters includes: When the motion state parameters are detected to satisfy the condition that the steering angle is greater than a first threshold and the vehicle speed is less than a second threshold, a first control command is obtained; wherein, the first control command is to control the drive mechanism to operate, drive all deflectors to switch to the retracted state, and control the wheel drive mechanism to create a speed difference between the left and right wheels; When the motion state parameters are detected to satisfy the vehicle speed being greater than the third threshold, a second control command is obtained; wherein, the second control command is to control the drive mechanism to operate, drive all deflectors to switch to the extended state, and control the wheel drive mechanism to make all wheels rotate synchronously in the same direction; When the motion state parameters are detected to satisfy the roll angle being greater than the fourth threshold, a third control command is obtained; wherein, the third control command is to control the drive mechanism to switch the deflectors on the left and right sides of the vehicle to the extended state, and adjust the angle between the deflector on at least one side of the left and right sides of the vehicle and the vehicle wheel axis, so that the angle between the deflector on the side with greater height on the left and right sides of the vehicle and the vehicle wheel axis is smaller than the angle between the deflector on the side with less height on the left and right sides of the vehicle and the vehicle wheel axis; When the motion state parameter is detected to satisfy the pitch angle being greater than the fifth threshold, a fourth control command is obtained; wherein, the fourth control command is to control the drive mechanism to switch all the deflectors of the vehicle to the extended state, and adjust the angle between the deflector on at least one of the front and rear sides of the vehicle and the wheel axis of the vehicle, so that the angle between the deflector on the side with the greater height on the front and rear sides of the vehicle and the wheel axis of the vehicle is smaller than the angle between the deflector on the side with the smaller height on the front and rear sides of the vehicle and the wheel axis of the vehicle.

12. A vehicle, characterized in that, include: The vehicle underwater driving assistance adjustment device as described in any one of claims 1-3; or The vehicle underwater driving assistance adjustment system as described in any one of claims 4-7.

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