Vehicle air dam control method, device, system, vehicle and storage medium

Abstract

This application relates to a vehicle air dam control method, device, system, vehicle, and storage medium. The method includes: acquiring vehicle state perception data and road surface perception data in front of the vehicle; determining the vehicle's wind noise suppression requirements based on the vehicle state perception data, and determining the vehicle's scratch risk coefficient based on the road surface perception data; determining the target ground clearance of the air dam based on the wind noise suppression requirements and the scratch risk coefficient, and generating control commands based on the target ground clearance; and controlling the expansion and contraction of the air dam using the control commands. In this way, the air dam height can be dynamically adjusted according to the wind noise suppression requirements and the scratch risk coefficient, allowing the air dam height to adapt to the vehicle's current driving state and road conditions. This not only effectively suppresses wind noise but also prevents scratches on bumpy roads, slopes, or speed bumps, achieving a technical effect that simultaneously considers vehicle comfort and safety.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a vehicle air dam control method, device, system, vehicle, and storage medium. Background Technology

[0002] During vehicle operation, wind noise generated by the vehicle body becomes interior noise, reducing passenger comfort. Therefore, reducing wind noise is crucial for improving passenger comfort. Currently, traditional methods for reducing wind noise typically involve installing fixed or manually adjustable air dams under the front of the vehicle to suppress wind noise from the underside. However, this method lacks dynamic adjustment of the air dam height. As a result, the air dam cannot maintain optimal wind noise suppression when the vehicle's driving conditions or road conditions change. Furthermore, it can easily cause scraping on bumpy roads, slopes, or speed bumps, compromising both vehicle comfort and safety. Therefore, precisely controlling the air dam height has become a pressing technical challenge. Summary of the Invention

[0003] One objective of this invention is to provide a vehicle air dam control method to solve the technical problem that traditional wind noise reduction methods cannot dynamically adjust the air dam height, resulting in an inability to balance vehicle comfort and safety; a second objective is to provide a vehicle air dam control device; a third objective is to provide a vehicle air dam control system; a fourth objective is to provide a vehicle; and a fifth objective is to provide a computer-readable storage medium.

[0004] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A method for controlling air dams in vehicles, the method comprising: S102. Acquire vehicle status perception data and road surface perception data in front of the vehicle; S104. Based on the vehicle state perception data, determine the wind noise suppression requirement of the vehicle, and based on the road surface perception data, determine the scratch risk coefficient of the vehicle. S106. Based on the wind noise suppression requirements and the scraping risk coefficient, determine the target ground clearance of the air dam, and generate control commands based on the target ground clearance. S108. The expansion and contraction state of the air dam is controlled using the control command.

[0005] Based on the aforementioned technical methods, wind noise suppression requirements can be used to assess the vehicle's wind noise performance needs, while the scrape risk coefficient can be used to assess the vehicle's passability needs. Therefore, by dynamically adjusting the air dam height based on both wind noise suppression requirements and the scrape risk coefficient, the air dam height can simultaneously and effectively adapt to both the wind noise performance requirements caused by the vehicle's current driving state and the passability requirements caused by the current road conditions. This not only effectively suppresses wind noise but also prevents scrapes on bumpy roads, slopes, or speed bumps, achieving a balance between vehicle comfort and safety. Furthermore, by automatically generating control commands for the air dam based on the determined target ground clearance, automatic adjustment of the air dam's extension and retraction can be achieved, thereby improving the initiative and intelligence of air dam control.

[0006] Furthermore, the vehicle status perception data includes the vehicle's speed; The step of determining the vehicle's wind noise suppression requirements based on the vehicle state perception data includes: The vehicle speed is compared with a first speed threshold and a second speed threshold, wherein the first speed threshold is less than the second speed threshold. If the vehicle speed is less than or equal to the first speed threshold, the wind noise suppression requirement of the vehicle is determined to be at the first level. If the vehicle speed is greater than the first speed threshold and less than or equal to the second speed threshold, the wind noise suppression requirement of the vehicle is determined to be at the second level, wherein the second level is higher than the first level. If the vehicle speed is greater than the second speed threshold, the wind noise suppression requirement of the vehicle is determined to be at level three, wherein the third level is higher than the second level.

[0007] Based on the aforementioned technical means, the vehicle's wind noise suppression requirements can be accurately determined according to the vehicle's speed, which facilitates the subsequent determination of the target ground clearance of the air dam based on the wind noise suppression requirements and the scraping risk coefficient.

[0008] Furthermore, determining the vehicle's scratch risk coefficient based on the road surface perception data includes: Based on the road surface perception data, obstacles on the road surface and their characteristic information are identified; Obtain the vehicle's ground clearance and the current extension distance of the air dam; The scratch risk coefficient is determined based on the characteristic information of the obstacle, the ground clearance of the vehicle, and the current extension distance of the air dam.

[0009] Based on the above technical means, the scratch risk coefficient can be accurately determined by combining the characteristic information of the obstacle, the ground clearance of the vehicle itself, and the current extension distance of the air dam, thereby effectively preventing the vehicle from being scratched.

[0010] Furthermore, determining the scratch risk coefficient based on the obstacle's feature information, the vehicle's ground clearance, and the air dam's current extension distance includes: The height of the obstacle is determined based on its characteristic information; Obtain a preset safety margin, and sum the height of the obstacle and the safety margin to obtain a first intermediate value; Subtracting the current extension distance of the air dam from the ground clearance of the vehicle itself yields a second intermediate value; Calculate the ratio of the first intermediate value to the second intermediate value, and determine the ratio as the scratch risk coefficient.

[0011] Based on the above technical means, the scraping risk coefficient can be accurately determined by comprehensively considering information such as the height of the obstacle, the safety margin, the vehicle's ground clearance, and the current extension distance of the air dam. This allows for an accurate assessment of whether the vehicle can safely pass through the obstacle, thereby effectively preventing vehicle scraping.

[0012] Furthermore, determining the target ground clearance of the air dam based on the wind noise suppression requirements and the scratch risk coefficient includes: When the wind noise suppression requirement of the vehicle is at the second level or the third level, and the scratch risk coefficient is less than the preset scratch threshold, the target ground clearance of the air dam is determined as the first height value, wherein the first height value is the height value corresponding to the air dam when it is fully extended; When the vehicle's wind noise suppression requirement is at the first level, and / or the scratch risk coefficient is greater than or equal to the preset scratch threshold, the target ground clearance of the air dam is determined as a second height value, wherein the second height value is the height value corresponding to the air dam when it is partially or fully retracted.

[0013] Based on the aforementioned technical means, the target ground clearance of the air dam can be accurately determined under different wind noise suppression requirements and scratch risk coefficients by comparing the level of wind noise suppression requirements and the scratch risk coefficient with the preset scratch threshold, thereby achieving precise control of the air dam height.

[0014] Furthermore, the vehicle state perception data also includes the vehicle's driving mode, and the method further includes: When the vehicle's driving mode is off-road mode and the scratch risk coefficient is greater than or equal to the preset scratch threshold, the target ground clearance of the air dam is determined to be the third height value, wherein the third height value is the height value corresponding to the air dam when it is fully retracted. When the vehicle's driving mode is Sport mode and the vehicle's wind noise suppression requirement is at the second or third level, the target ground clearance of the air dam is determined to be the first height value.

[0015] Based on the above technical means, the target ground clearance of the air dam can be determined by further combining the vehicle's driving mode, taking into account the requirements for wind noise suppression and the risk factor of scratches. This ensures that the target ground clearance of the air dam is in the optimal state under different driving modes, thereby further improving the accuracy of air dam control.

[0016] Furthermore, determining the target ground clearance of the air dam based on the wind noise suppression requirements and the scratch risk coefficient also includes: Based on a preset mapping relationship, determine the first score corresponding to the wind noise suppression requirement and the second score corresponding to the scratch risk coefficient; Based on the vehicle's driving mode, a first weight value corresponding to the first score and a second weight value corresponding to the second score are determined; Based on the first weight value and the second weight value, the first score and the second score are weighted and summed to obtain a comprehensive score; The target's altitude above the ground is determined based on the comprehensive score.

[0017] Based on the aforementioned technical means, the first score corresponding to the wind noise suppression requirement and the second score corresponding to the scratch risk coefficient can be weighted and summed to comprehensively consider the impact of wind noise suppression requirement and scratch risk coefficient on the air dam's ground clearance. This ensures that the air dam height can not only effectively suppress wind noise but also prevent scratches on bumpy roads, slopes, or speed bumps, achieving a technical effect that balances vehicle comfort and safety, thereby improving the accuracy of air dam control.

[0018] Furthermore, determining the first weight value corresponding to the first score and the second weight value corresponding to the second score based on the vehicle's driving mode includes: When the vehicle's driving mode is off-road mode, the second weight value is determined to be greater than the first weight value; When the vehicle's driving mode is Sport mode or City driving mode, the first weight value is determined to be greater than the second weight value.

[0019] Based on the above technical means, the first weight value and the second weight value can be flexibly set according to the vehicle's driving mode, so that the vehicle can take into account the impact of factors with higher weight values ​​(wind noise suppression requirements or scratch risk coefficient) on the air dam's ground clearance in different driving modes, thereby further improving the accuracy of air dam control.

[0020] Furthermore, before generating control commands based on the target's altitude above the ground, the method further includes: The distance between the vehicle and the obstacle on the road is obtained, and the travel time of the vehicle to the obstacle is determined based on the distance and the vehicle speed. The control command generated based on the target's ground clearance includes: The control command is generated based on the target's ground clearance and the travel time.

[0021] Based on the above-mentioned technical means, it can be ensured that the air dam has completed its extension and retraction operation before the vehicle reaches the obstacle, effectively improving vehicle safety.

[0022] Furthermore, before acquiring vehicle state perception data and road surface perception data in front of the vehicle, the method further includes: Acquire depth images collected by the lidar at different height positions on the vehicle, and calculate the height measurement values ​​between the lidar and the ground at different height positions based on the depth images; The measured height values ​​and the true height values ​​obtained by the lidar at different height positions on the vehicle are fitted to determine the relationship between the measured height values ​​and the true height values, wherein the true height values ​​are determined using a laser rangefinder; The lidar is calibrated and adjusted based on the relationship between the measured height and the actual height.

[0023] Based on the aforementioned technical means, by calibrating and adjusting the lidar, the road perception data in front of the vehicle obtained by lidar can be made more accurate.

[0024] A vehicle air dam control device, the device comprising: The first acquisition module is used to acquire vehicle status perception data and road surface perception data in front of the vehicle. The first determining module is used to determine the wind noise suppression requirement of the vehicle based on the vehicle state perception data, and to determine the scratch risk coefficient of the vehicle based on the road surface perception data. The second determining module is used to determine the target ground clearance of the air dam based on the wind noise suppression requirements and the scraping risk coefficient, and to generate control commands based on the target ground clearance. The control module is used to control the expansion and contraction state of the air dam using the control commands.

[0025] A vehicle air dam control system includes the aforementioned vehicle air dam control device and air dam assembly, wherein the air dam assembly includes a drive unit, a transmission unit and an air dam body; The drive unit is electrically connected to the vehicle air dam control device, and the drive unit is used to drive the transmission unit to perform transmission according to the control commands generated by the vehicle air dam control device. The air dam body is connected to the transmission unit, and the air dam body moves to the target ground height corresponding to the control command under the transmission unit.

[0026] A vehicle comprising a vehicle body and a vehicle air dam control system as described above.

[0027] A computer-readable storage medium storing computer-executable instructions for performing the vehicle air dam control method described in any of the preceding claims.

[0028] The beneficial effects of this application are: (1) This application can use wind noise suppression requirements to assess the wind noise performance requirements of a vehicle and use the scraping risk coefficient to assess the passability requirements of a vehicle. Therefore, when the air dam height is dynamically adjusted by combining wind noise suppression requirements and scraping risk coefficient, the air dam height can simultaneously adapt to the wind noise performance requirements caused by the current driving state of the vehicle and the passability requirements caused by the current road conditions. It can not only effectively suppress wind noise, but also avoid scraping on bumpy roads, slopes or speed bumps, etc., thus achieving the technical effect of simultaneously taking into account the comfort and safety of the vehicle.

[0029] (2) This application automatically generates control commands for the air dam based on the determined target ground height of the air dam, which can realize the automatic adjustment of the air dam's expansion and contraction state, thereby improving the initiative and intelligence of air dam control.

[0030] (3) This application can accurately determine the target ground clearance of the air dam under different wind noise suppression requirements and scratch risk coefficients based on wind noise suppression requirements and scratch risk coefficients, thereby achieving precise control of the air dam height. Furthermore, considering the wind noise suppression requirements and scratch risk coefficients, the target ground clearance of the air dam can be further determined by combining the vehicle's driving mode, so that the target ground clearance of the air dam can be in the optimal state under different driving modes, further improving the accuracy of air dam control. Attached Figure Description

[0031] Figure 1A schematic flowchart of a vehicle air dam control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of a vehicle air dam control system provided in an embodiment of this application; Figure 3 A schematic diagram of a lidar scanning method provided in an embodiment of this application; Figure 4 A schematic diagram illustrating a model building process provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle air dam control device provided in an embodiment of this application; Figure 6 A schematic diagram of another vehicle air dam control system provided in this application embodiment; Figure 7 A schematic diagram of an air dam in a fully retracted state, provided as an embodiment of this application; Figure 8 A schematic diagram showing an air dam in a partially extended state, provided for an embodiment of this application; Figure 9 A schematic diagram showing an air dam in a fully extended state, as provided in an embodiment of this application; Figure 10 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0032] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0033] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0034] See Figure 1 , Figure 1 This is a flowchart illustrating a vehicle air dam control method provided in an embodiment of this application. Figure 1 As shown, the vehicle air dam control method may include the following steps: Step S102: Obtain vehicle status perception data and road surface perception data in front of the vehicle.

[0035] Specifically, the aforementioned vehicle status perception data refers to data obtained through various onboard sensors such as Global Positioning System (GPS) sensors, or directly acquired from various vehicle control units such as Electronic Control Units (ECUs). This vehicle status perception data may include, but is not limited to, information such as vehicle speed, acceleration, driving mode, and vehicle attitude. The aforementioned road surface perception data refers to data obtained through various onboard sensors such as LiDAR, millimeter-wave radar, or cameras. This road surface perception data includes, but is not limited to, information such as the smoothness of the road surface ahead, the presence or absence of obstacles, and characteristic information of obstacles.

[0036] Step S104: Based on vehicle state perception data, determine the vehicle's wind noise suppression requirements, and based on road surface perception data, determine the vehicle's scratch risk coefficient.

[0037] Specifically, the aforementioned wind noise suppression requirement refers to the magnitude of the vehicle's need to suppress wind noise. Since wind noise is positively correlated with vehicle speed, the wind noise suppression requirement is also positively correlated with vehicle speed; that is, the higher the vehicle speed, the greater the wind noise suppression requirement, and vice versa. When determining the vehicle's wind noise suppression requirement, the vehicle speed can be obtained from vehicle status perception data, and the requirement can be determined based on the vehicle speed. The aforementioned scratch risk coefficient refers to the probability of a vehicle experiencing a scratch during driving. When determining the vehicle's scratch risk coefficient, it can be obtained through a comprehensive analysis based on road surface perception data and the current air dam's ground clearance.

[0038] Step S106: Based on the wind noise suppression requirements and the scraping risk coefficient, determine the target ground clearance of the air dam, and generate control commands based on the target ground clearance.

[0039] Specifically, the aforementioned target ground clearance refers to the optimal ground clearance at which the air dam can simultaneously ensure vehicle comfort and safety. This target ground clearance is determined based on a comprehensive assessment of wind noise suppression requirements and the risk of scratches.

[0040] Step S108: Use control commands to control the expansion and contraction of the air dam.

[0041] Specifically, the control commands can be parsed to obtain the target ground clearance of the air dam, and then the extension and retraction of the air dam can be controlled to move the air dam to the target ground clearance.

[0042] In this way, wind noise suppression requirements can be used to assess the vehicle's wind noise performance needs, and the scrape risk coefficient can be used to assess the vehicle's passability needs. Therefore, when dynamically adjusting the air dam height by comprehensively considering wind noise suppression requirements and the scrape risk coefficient, the air dam height can simultaneously and effectively adapt to the wind noise performance requirements caused by the vehicle's current driving state and the passability requirements caused by the current road conditions. This not only effectively suppresses wind noise but also prevents scrapes on bumpy roads, slopes, or speed bumps, achieving a technical effect that balances vehicle comfort and safety. Furthermore, by automatically generating control commands for the air dam based on the determined target ground clearance, automatic adjustment of the air dam's extension and retraction can be achieved, thereby improving the initiative and intelligence of air dam control.

[0043] Furthermore, the vehicle state perception data includes the vehicle speed; step S104 above, based on the vehicle state perception data, determines the vehicle's wind noise suppression requirements, including: The vehicle speed is compared with a first speed threshold and a second speed threshold, wherein the first speed threshold is less than the second speed threshold. When the vehicle speed is less than or equal to the first speed threshold, the vehicle's wind noise suppression requirement is determined to be at the first level. If the vehicle speed is greater than the first speed threshold and less than or equal to the second speed threshold, the vehicle's wind noise suppression requirement is determined to be at the second level, where the second level is higher than the first level. When the vehicle speed is greater than the second speed threshold, the vehicle's wind noise suppression requirement is determined to be at level three, where level three is higher than level two.

[0044] Specifically, the first speed threshold and the second speed threshold can be set according to actual needs, and are not specifically limited here. As an optional implementation, the first speed threshold can be 80 km / h, and the second speed threshold can be 120 km / h.

[0045] When determining the wind noise suppression requirements of a vehicle based on vehicle state perception data, the vehicle speed can be compared with a first speed threshold and a second speed threshold. If the vehicle speed is less than or equal to the first speed threshold, it indicates that the vehicle is traveling at a relatively slow speed and generates less wind noise, thus the wind noise suppression requirement is determined to be at the first level. If the vehicle speed is greater than the first speed threshold but less than or equal to the second speed threshold, it indicates that the vehicle is traveling at a moderate speed and generates a certain amount of wind noise, thus the wind noise suppression requirement is determined to be at the second level. If the vehicle speed is greater than the second speed threshold, it indicates that the vehicle is traveling at a relatively fast speed and generates more wind noise, thus the wind noise suppression requirement is determined to be at the third level.

[0046] Of course, as other alternative implementation methods, three speed thresholds, four speed thresholds, or other numbers of speed thresholds can be set, and then the vehicle speed can be compared with these speed thresholds to obtain more levels of wind noise suppression requirements. This application does not make specific limitations.

[0047] In this way, the wind noise suppression requirements of the vehicle can be accurately determined based on the vehicle speed, which facilitates the subsequent determination of the target ground clearance of the air dam based on the wind noise suppression requirements and the scraping risk coefficient.

[0048] Furthermore, step S104 above, determining the vehicle's scratch risk coefficient based on road surface perception data, includes: Based on road surface perception data, obstacles on the road surface and their characteristic information are identified; Obtain the vehicle's ground clearance and the current extension distance of the air dam; Based on the obstacle's characteristics, the vehicle's ground clearance, and the air dam's current extension distance, the scratch risk coefficient is determined.

[0049] Specifically, the aforementioned obstacles can be pedestrians, animals, vehicles, signs, ramps, speed bumps, etc., on the road surface in front of the vehicle. The characteristic information of these obstacles may include, but is not limited to, the height of the obstacle, the distance between the obstacle and the vehicle, and the angle formed between the line connecting the apex of the obstacle to the point of contact between the wheel and the road surface and the horizontal line. The vehicle's ground clearance is used to characterize the minimum ground clearance between the vehicle and the road surface. The current extension distance of the air dam is used to characterize the current downward extension distance of the air dam.

[0050] When determining the vehicle's scratch risk coefficient based on road surface perception data, the obstacle on the road surface and its characteristic information can be identified based on the road surface perception data, and the vehicle's ground clearance and the current extension distance of the air dam can be obtained. Then, based on the obstacle's characteristic information, the vehicle's ground clearance and the current extension distance of the air dam, the scratch risk coefficient can be determined.

[0051] In this way, by combining the characteristic information of the obstacle, the vehicle's ground clearance, and the current extension distance of the air dam, the scratch risk coefficient can be accurately determined, thereby effectively preventing vehicle scratches.

[0052] Furthermore, based on the above steps, the characteristic information of the obstacle, the vehicle's ground clearance, and the current extension distance of the air dam, the scratch risk coefficient is determined, including: Determine the height of the obstacle based on its feature information; Obtain the preset safety margin, and sum the height of the obstacle and the safety margin to calculate the first intermediate value; Subtract the current extension distance of the air dam from the vehicle's ground clearance to obtain the second intermediate value; Calculate the ratio of the first median value to the second median value, and determine the ratio as the scratch risk coefficient.

[0053] Specifically, the formula for calculating the scratch risk factor can be expressed as follows: ; in, Indicates the risk factor of scratches. Indicates the height of the obstacle. This indicates the preset safety margin. This indicates the vehicle's ground clearance. This indicates the current extension distance of the air dam.

[0054] Preset safety margin (Unit: mm) can include the measurement error of the lidar, the amount of compression deformation of the suspension during impact, and the influence of the road surface adhesion coefficient on the vehicle attitude. It represents the total ground clearance of the lowest point of the vehicle's front overhang, which can approximate the passability of the "approach angle" area.

[0055] As an optional implementation, when R ≤ 0.8, it indicates low risk, meaning the total ground clearance of the lowest point of the vehicle's front overhang is much greater than the required height, and no action is needed. When 0.8 < R ≤ 1.0, it indicates medium risk, meaning the total ground clearance of the lowest point of the vehicle's front overhang is insufficient, requiring a comfort warning (such as a prompt on the vehicle's infotainment display) or preparation to adjust the air dam. When R > 1.0, it indicates high risk, indicating that "the vehicle is about to be scratched," and immediate active intervention is necessary.

[0056] Of course, as another alternative implementation, the above formula can be modified to calculate the scratch risk coefficient. For example, a preset constant can be added or a preset coefficient can be multiplied based on the above formula.

[0057] In this way, by combining information such as the height of the obstacle, the safety margin, the vehicle's ground clearance, and the current extension distance of the air dam, the scraping risk coefficient can be accurately determined, thereby accurately judging whether the vehicle can safely pass through the obstacle and effectively preventing vehicle scraping.

[0058] Furthermore, step S106 above, based on wind noise suppression requirements and scratch risk coefficients, determines the target ground clearance of the air dam, including: When the vehicle's wind noise suppression requirement is at level two or three, and the scratch risk coefficient is less than the preset scratch threshold, the target ground clearance of the air dam is determined as the first height value, where the first height value is the height value corresponding to the air dam when it is fully extended. When the vehicle's wind noise suppression requirement is at the first level and / or the scratch risk coefficient is greater than or equal to the preset scratch threshold, the target ground clearance of the air dam is determined as the second height value, where the second height value is the height value corresponding to the air dam when it is partially or fully retracted.

[0059] Specifically, when the vehicle's wind noise suppression requirement is at level two or three, and the scratch risk coefficient is less than the preset scratch threshold, it can be determined that the vehicle is in high-speed operation (e.g., vehicle speed v > 80 km / h), and the road surface ahead is relatively flat. The vehicle's core requirement is to reduce lower body wind noise, while the passability requirement is relatively small. In this scenario, the air dam can be fully extended to obtain the best performance requirement for reducing wind noise.

[0060] When the vehicle's wind noise suppression requirement is at the first level, and / or the scraping risk coefficient is greater than or equal to the preset scraping threshold, it can be determined that the vehicle is in a low-to-medium speed condition (such as vehicle speed v≤ 80 km / h), and / or the road surface ahead is uneven. The vehicle's core requirement is passability, and the wind noise performance requirement is relatively small. In this scenario, the air dam can be partially or completely retracted to ensure safe passage before being instructed to extend.

[0061] In this way, the target ground clearance of the air dam can be accurately determined based on the comparison between the level of wind noise suppression requirements and the scratch risk coefficient and the preset scratch threshold, thereby achieving precise control of the air dam height.

[0062] Furthermore, the vehicle state perception data also includes the vehicle's driving mode, and the method further includes: When the vehicle's driving mode is off-road mode and the scratch risk factor is greater than or equal to the preset scratch threshold, the target ground clearance of the air dam is determined as the third height value, where the third height value is the height value corresponding to the air dam when it is fully retracted. When the vehicle is in Sport mode and the wind noise suppression requirement is at level two or three, the target ground clearance of the air dam is determined as the first height value.

[0063] Specifically, in addition to determining the target ground clearance of the air dam based on wind noise suppression requirements and the scratch risk coefficient, it can also be determined based on the vehicle's driving mode, wind noise suppression requirements, and the scratch risk coefficient. Specifically, when the vehicle's driving mode is off-road mode and the scratch risk coefficient is greater than or equal to the preset scratch threshold, the air dam can be fully retracted regardless of the vehicle speed, prioritizing vehicle passability.

[0064] When the vehicle's driving mode is Sport mode and the vehicle's wind noise suppression requirement is at level two or three, the air dam can be extended to ensure wind noise performance inside the vehicle at high speeds and improve the driving experience.

[0065] In this way, the target ground clearance of the air dam can be determined by taking into account the requirements for wind noise suppression and the risk factor of scratches, and further combining the vehicle's driving mode. This ensures that the target ground clearance of the air dam is at the optimal ground clearance in different driving modes, thereby further improving the accuracy of air dam control.

[0066] Furthermore, step S106 above, determining the target ground clearance of the air dam based on wind noise suppression requirements and scratch risk coefficient, also includes: Based on the preset mapping relationship, the first score corresponding to the wind noise suppression requirement and the second score corresponding to the scratch risk coefficient are determined; Based on the vehicle's driving mode, determine the first weight value corresponding to the first score and the second weight value corresponding to the second score; Based on the first weight value and the second weight value, the first score and the second score are weighted and summed to obtain the comprehensive score; The target's altitude above the ground is determined based on the comprehensive score.

[0067] Specifically, the aforementioned preset mapping relationship can be used to characterize the mapping relationship between wind noise suppression requirements and the first score, and to characterize the mapping relationship between the scratch risk coefficient and the second score. The driving modes of the aforementioned vehicle may include, but are not limited to, off-road mode, sport mode, and urban driving mode.

[0068] When determining the target ground clearance of the air dam based on wind noise suppression requirements and scratch risk coefficients, a first score corresponding to the wind noise suppression requirements and a second score corresponding to the scratch risk coefficient can be determined based on a preset mapping relationship. Then, based on the vehicle's driving mode, a first weight value corresponding to the first score and a second weight value corresponding to the second score can be determined. Finally, based on the first weight value and the second weight value, a weighted sum of the first score and the second score is calculated to obtain a comprehensive score. The calculation process of this comprehensive score can be expressed by the following formula: C = A*F1 + B*F2; Where C represents the overall score, F1 represents the first score, F2 represents the second score, A represents the first weight value, and B represents the second weight value.

[0069] After calculating the comprehensive score, the target's altitude above the ground can be determined based on the comprehensive score.

[0070] In this way, the first score corresponding to the wind noise suppression requirement and the second score corresponding to the scratch risk coefficient can be weighted and summed to comprehensively consider the impact of wind noise suppression requirement and scratch risk coefficient on the air dam's ground clearance. This ensures that the air dam height can not only effectively suppress wind noise, but also prevent scratches on bumpy roads, slopes, or speed bumps, achieving a technical effect that balances vehicle comfort and safety, thereby improving the accuracy of air dam control.

[0071] Furthermore, the above steps, based on the vehicle's driving mode, determine the first weight value corresponding to the first score and the second weight value corresponding to the second score, including: When the vehicle's driving mode is off-road mode, the second weight value is determined to be greater than the first weight value; When the vehicle's driving mode is Sport or City, the first weight value is determined to be greater than the second weight value.

[0072] Specifically, the first and second weight values ​​can be flexibly set according to the vehicle's driving mode. For example, when the vehicle is in off-road mode, the second weight value can be set to be greater than the first weight value. This way, when calculating the overall score, the impact of the scratch risk factor on the air dam's ground clearance can be considered more, effectively ensuring the vehicle's passability. When the vehicle is in sport mode or urban driving mode, the first weight value can be set to be greater than the second weight value. This way, when calculating the overall score, the impact of wind noise suppression requirements on the air dam's ground clearance can be considered more, effectively reducing the vehicle's wind noise.

[0073] It should be noted that the current driving mode of the vehicle can be determined by the user selection operation received by the user interface of the in-vehicle device, or by the user selection operation received by the owner's application, or by the sensor on the vehicle to perceive the surrounding environment. This application embodiment does not make specific limitations.

[0074] In this way, the first and second weight values ​​can be flexibly set according to the vehicle's driving mode, so that the vehicle can give more consideration to the impact of factors with higher weight values ​​(wind noise suppression requirements or scratch risk coefficient) on the air dam's ground clearance in different driving modes, thereby further improving the accuracy of air dam control.

[0075] Furthermore, before step S106 above, which generates control commands based on the target's altitude above the ground, the method further includes: Obtain the distance between the vehicle and the obstacle on the road, and determine the travel time of the vehicle to the obstacle based on the distance and the vehicle speed; Control commands are generated based on the target's altitude above the ground, including: Control commands are generated based on the target's altitude and travel time.

[0076] Specifically, the distance between the vehicle and obstacles on the road can be obtained based on road surface perception data in front of the vehicle. The travel time from the vehicle to the obstacle can be determined based on the distance and the vehicle speed. Then, based on the target's ground clearance and travel time, control commands can be generated to control the expansion and contraction status and duration of the air dam.

[0077] This ensures that the air dam has extended or retracted before the vehicle reaches the obstacle, effectively improving vehicle safety.

[0078] Furthermore, before step S102 above, acquiring vehicle state perception data and road surface perception data in front of the vehicle, the method further includes: Acquire depth images collected by the lidar at different height positions of the vehicle, and calculate the height measurement between the lidar and the ground at different height positions based on the depth images; The measured height values ​​and the true height values ​​obtained by the lidar at different height positions on the vehicle are fitted to determine the relationship between the measured height values ​​and the true height values, where the true height values ​​are determined using a laser rangefinder. The lidar is calibrated and adjusted based on the relationship between the measured altitude and the actual altitude.

[0079] Specifically, before using LiDAR to collect road perception data in front of the vehicle, the LiDAR needs to be calibrated and adjusted. During calibration, the LiDAR can be installed at different heights on the vehicle (e.g., 600–1300 mm above the ground, spaced 100 mm apart). Multiple depth images (e.g., 10 images) are acquired at each height. Multiple sampling points are randomly extracted from each depth image (e.g., 2000 sampling points), and the average depth value of these sampling points is calculated. This yields the measured height of the LiDAR relative to the ground at different heights. Then, a laser rangefinder is used to determine the true height of the LiDAR at different heights on the vehicle. Next, least squares fitting and other fitting algorithms are used to fit the measured height and the true height obtained by the LiDAR at different heights on the vehicle, determining the relationship between the measured height and the true height. Assume the relationship between the measured height and the true height is as follows: Zgt = 1.0016 * Zm + 5.5122; where Zgt represents the true height and Zm represents the measured height.

[0080] In this way, by calibrating and adjusting the lidar, the road perception data in front of the vehicle obtained by lidar can be made more accurate.

[0081] In an optional embodiment, the vehicle air dam control method provided in this application can be applied to Figure 2 The vehicle air dam control system shown is a composite of an environmental perception module, a vehicle status perception module, a human-machine interface, an electronic control unit, and actuators. The core of the environmental perception module is a lidar sensor, which can be mounted on the front of the vehicle (e.g., bumper, roof). The lidar previews the road surface information ahead, allowing downstream modules to process this preview data to obtain a road surface smoothness value and determine the road surface smoothness level based on the smoothness value classification criteria. The core of the vehicle status perception module is a GPS sensor, which records vehicle speed information and sequentially creates timestamps on the images acquired by the lidar, allowing downstream modules to obtain vehicle speed and the time required for the vehicle to reach the obstacle. The vehicle status perception module may also include an accelerometer and a driving mode selection signal. The human-machine interface allows users to select modes, including intelligent air dam mode, off-road mode, high-speed mode, manual adjustment mode, and air dam closed mode. The system features several key features: Intelligent Air Dam Mode, which intelligently controls the air dam's operation based on road surface and vehicle status data; Off-road Mode, where the air dam is retracted to ensure vehicle passability; High-speed Mode, where the air dam is extended to reduce wind noise at high speeds; and Manual Adjustment Mode, which allows for manual intervention in the air dam's operation. The Electronic Control Unit (ECU), acting as the system's brain, is electrically connected to the environmental perception module, vehicle status perception module, and human-machine interface. It receives and processes all sensor data, incorporates control algorithms and logic judgment modules to calculate wind noise suppression requirements and scratch risk factors, and generates corresponding control commands. The actuator is a retractable or adjustable air dam assembly, which may consist of a drive motor, hydraulic or pneumatic drive device, drive components, and blades. It can be steplessly or steppedly adjusted between various states such as "fully retracted," "partially extended," and "fully extended" according to ECU commands.

[0082] Its vehicle air dam control process includes the following steps: 1. Sensor calibration and multi-source information acquisition: 1) Before data collection, the lidar is calibrated and set: First, the lidar is installed at a height of 600–1300 mm above the ground. Ten depth images are collected at 100 mm intervals. 2000 sampling points are randomly extracted from each image, and the average value is calculated to determine the measured height of the lidar above the ground. Then, a laser rangefinder is used to determine the true height between the lidar and the ground. The relationship between the true height and the lidar's measured height is obtained using the least squares method. The relationship between the measured height and the true height is assumed to be as follows: Zgt = 1.0016 * Zm + 5.5122; where Zgt represents the true height and Zm represents the measured height.

[0083] 2) Multi-source information acquisition: LiDAR scans the road ahead, generating point cloud data to obtain road surface perception data in front of the vehicle, such as... Figure 3 As shown. The lidar can be connected to the vehicle's industrial control computer via a wiring harness. GPS sensors collect vehicle status perception data, such as recording real-time vehicle speed information and creating timestamps sequentially on the acquired images. The real-time vehicle speed (e.g., v=60km / h) is read from the GPS.

[0084] 2. Environmental model establishment and scratch risk coefficient calculation: The model building process is as follows: Figure 4 As shown, the specific steps include the following: 1) Continuous data collection: LiDAR point cloud data, vehicle speed, driving mode signals; 2) Data Processing: The ECU processes the road surface data collected by the LiDAR, constructs a road profile model ahead, and identifies obstacles (such as speed bumps), slopes (such as uphill and downhill slopes), and their geometric features (height H, angle θ, distance D). This is combined with the vehicle's minimum ground clearance (G) and the current air dam extension distance (…). The ECU calculates the current scratch risk factor (R): ;in, Indicates the risk factor of scratches. Indicates the height of the obstacle. This indicates the preset safety margin. This indicates the vehicle's ground clearance. This indicates the current extension distance of the air dam.

[0085] 3. Demand Decisions: The ECU also determines the wind noise suppression requirement (i.e., the basic air dam opening requirement) based on the current vehicle speed (v). When the vehicle speed is ≤v1 (first speed threshold 80km / h), the wind noise suppression requirement is relatively small; when the vehicle speed is >v1, the wind noise suppression requirement increases significantly; when the vehicle speed is >v2 (second speed threshold 100km / h), the wind noise suppression requirement is the greatest. 4. Multi-objective optimization decision-making: The ECU comprehensively weighs the scratch risk factor (R) and the need for wind noise suppression under the vehicle body, and takes into account the driving mode (such as comfort driving mode, sport driving mode, off-road driving mode, etc.) to make the optimal decision.

[0086] Under high-speed conditions (v>80 km / h), the road ahead is flat (R<S (scratching threshold): the core requirement is to reduce wind noise from the lower body, while the requirement for passability is relatively small. In this scenario, the ECU commands the air dam to fully extend in order to obtain the best performance requirement for reducing wind noise.

[0087] In the medium and low speed conditions (50 km / h < v < 80 km / h), or when passing over a speed bump (R > S): The core requirement is ground clearance, and the wind noise performance requirement is relatively small. In this scenario, the ECU will instruct the air dam to partially retract or fully retract in advance (predicting the passing time based on the distance D and vehicle speed v). After ensuring safe passage, it will then instruct it to extend.

[0088] In the climbing or off-road conditions (R > 1.0): The core requirement is ground clearance, and there is no wind noise performance requirement. At this time, regardless of the vehicle speed, the ECU instructs the air dam to fully retract to the highest position to prioritize ground clearance.

[0089] In the sport mode: The ECU can adopt a more aggressive strategy. When monitoring that the vehicle speed is higher than 100 km / h and the vehicle is in the sport mode, it is more inclined to extend the air dam to ensure the wind noise performance inside the vehicle at high speeds and improve the driving experience.

[0090] 5. Execution and feedback: The ECU sends control instructions to the actuator to drive the air dam to the specified position. If the lidar detects an obstacle on the road ahead, combined with the GPS vehicle speed and the delay time between the vehicle and the obstacle, the system analyzes and decides to partially extend or fully retract the air dam. The system continuously monitors the road surface information during operation and adjusts according to the above multi-objective optimization decision-making part to achieve ground clearance at low speeds and the wind noise performance of the vehicle body below at high speeds.

[0091] It can be seen that the vehicle air dam control method provided by this application has the following beneficial effects: 1. Intelligence and forward-looking: Combining with the lidar, the system can not only sense the current state, but also predict the road conditions ahead, enabling early actions, avoiding scratching accidents, and making the control smoother and safer.

[0092] 2. Optimal comprehensive performance: It breaks the traditional contradiction that "ground clearance" and "efficient reduction of wind noise of the vehicle body below" cannot be achieved simultaneously. The system automatically finds the best balance point under different vehicle speeds and road conditions, and improves the ground clearance at low speeds and the wind noise performance of the vehicle body below at high speeds at the same time.

[0093] 3. Strong adaptability: It can adapt to various complex and changeable road conditions and driving styles, providing users with an optimized experience all-weather and in all scenarios.

[0094] 4. Modularity and compatibility: This control system can be used as a sub-function of a high-order driving assistance system and is easy to integrate into the existing vehicle platform.

[0095] See Figure 5 , Figure 5 which is the structural schematic diagram of a vehicle air dam control device provided by an embodiment of this application. As Figure 5As shown, the vehicle air dam control device 500 includes: The first acquisition module 502 is used to acquire vehicle state perception data and road surface perception data in front of the vehicle. The first determining module 504 is used to determine the vehicle's wind noise suppression requirements based on vehicle state perception data, and to determine the vehicle's scratch risk coefficient based on road surface perception data. The second determining module 506 is used to determine the target ground clearance of the air dam based on wind noise suppression requirements and scraping risk coefficient, and to generate control commands based on the target ground clearance. The control module 508 is used to control the expansion and contraction of the air dam using control commands.

[0096] Furthermore, the vehicle state perception data includes the vehicle's speed; the first determining module 504 includes: The comparison submodule is used to compare the vehicle speed with a first speed threshold and a second speed threshold, wherein the first speed threshold is less than the second speed threshold; The first determining submodule is used to determine that the vehicle's wind noise suppression requirement is at the first level when the vehicle speed is less than or equal to a first speed threshold. The second determining submodule is used to determine that the vehicle's wind noise suppression requirement is at the second level when the vehicle speed is greater than the first speed threshold and less than or equal to the second speed threshold, wherein the second level is higher than the first level. The third determination submodule is used to determine that the vehicle's wind noise suppression requirement is at the third level when the vehicle speed is greater than the second speed threshold. The third level is higher than the second level.

[0097] Furthermore, the first determining module 504 also includes: The identification submodule is used to identify obstacles on the road surface and their characteristic information based on road surface perception data; The acquisition submodule is used to obtain the vehicle's ground clearance and the current extension distance of the air dam; The fourth determination submodule is used to determine the scratch risk coefficient based on the obstacle's feature information, the vehicle's ground clearance, and the current extension distance of the air dam.

[0098] Furthermore, the fourth determined sub-module includes: The first determining unit is used to determine the height of the obstacle based on the obstacle's feature information; The calculation unit is used to obtain the preset safety margin and sum the height of the obstacle and the safety margin to obtain the first intermediate value; The second determining unit is used to subtract the current extension distance of the air dam from the vehicle's own ground clearance to obtain a second intermediate value; The third determining unit is used to calculate the ratio of the first intermediate value to the second intermediate value, and to determine the ratio as the scratch risk coefficient.

[0099] Furthermore, the second determining module 506 includes: The fifth determination submodule is used to determine the target ground clearance of the air dam as the first height value when the vehicle's wind noise suppression requirement is at the second or third level and the scratch risk coefficient is less than the preset scratch threshold. The first height value is the height value corresponding to the air dam when it is fully extended. The sixth determination submodule is used to determine the target ground clearance of the air dam as the second height value when the vehicle's wind noise suppression requirement is at the first level and / or the scratch risk coefficient is greater than or equal to the preset scratch threshold. The second height value is the height value corresponding to the air dam when it is partially or fully retracted.

[0100] Furthermore, the vehicle state perception data also includes the vehicle's driving mode, and the second determining module 506 also includes: The seventh determination submodule is used to determine the target ground clearance of the air dam as the third height value when the vehicle's driving mode is off-road mode and the scratch risk coefficient is greater than or equal to the preset scratch threshold. The third height value is the height value corresponding to the air dam when it is fully retracted. The eighth determination submodule is used to determine the target ground clearance of the air dam as the first height value when the vehicle's driving mode is Sport mode and the vehicle's wind noise suppression requirement is at level two or three.

[0101] Furthermore, the second determining module 506 also includes: The ninth determination submodule is used to determine the first score corresponding to the wind noise suppression requirement and the second score corresponding to the scratch risk coefficient based on the preset mapping relationship; The tenth determination submodule is used to determine the first weight value corresponding to the first score and the second weight value corresponding to the second score based on the vehicle's driving mode. The calculation submodule is used to perform a weighted summation of the first score and the second score based on the first weight value and the second weight value to obtain the comprehensive score; The eleventh determination submodule is used to determine the target's ground clearance based on the comprehensive score.

[0102] Furthermore, the tenth determined sub-module includes: The fourth determining unit is used to determine that the second weight value is greater than the first weight value when the vehicle's driving mode is off-road mode. The fifth determining unit is used to determine that the first weight value is greater than the second weight value when the vehicle's driving mode is Sport mode or Urban driving mode.

[0103] Furthermore, the vehicle air dam control device 500 also includes: The second acquisition module is used to acquire the distance between the vehicle and the obstacle on the road, and to determine the travel time of the vehicle to the obstacle based on the distance and the vehicle speed. The second determining module 506 is also used to generate control commands based on the target's ground clearance and travel time.

[0104] Furthermore, the vehicle air dam control device 500 also includes: The third acquisition module is used to acquire depth images collected by the lidar at different height positions of the vehicle, and calculate the height measurement value between the lidar and the ground at different height positions based on the depth images. The fitting module is used to fit the measured height values ​​and the true height values ​​obtained by the lidar at different height positions on the vehicle, and to determine the relationship between the measured height values ​​and the true height values, where the true height values ​​are determined using a laser rangefinder. The calibration and calibration module is used to calibrate and calibrate the lidar based on the relationship between the measured height value and the true height value.

[0105] It should be noted that the vehicle air dam control device 500 can implement the vehicle air dam control method provided in any of the aforementioned method embodiments and achieve the same technical effect, which will not be elaborated here.

[0106] See Figure 6 , Figure 6 This is a schematic diagram of another vehicle air dam control system provided in an embodiment of this application. Figure 6 As shown, the vehicle air dam control system 600 includes the aforementioned vehicle air dam control device 610 and air dam assembly 620. The air dam assembly 620 includes a drive unit 622, a transmission unit 624 and an air dam body 626. The drive unit 622 is electrically connected to the vehicle air dam control device 610. The drive unit 622 is used to drive the transmission unit 624 to perform transmission according to the control command generated by the vehicle air dam control device 610. The air dam body 626 is connected to the transmission unit 624. Under the transmission of the transmission unit 624, the air dam body 626 moves to the target ground height corresponding to the control command.

[0107] Specifically, the aforementioned vehicle air dam control device 610 can be an ECU. The aforementioned drive unit 622 can be a drive motor to provide rotational power, typically a DC brushed motor or brushless motor, with a built-in position sensor (Hall effect or potentiometer) to receive commands from the ECU. The aforementioned transmission unit 624 can be a transmission mechanism composed of multiple linkages and rockers, and the aforementioned air dam body 626 can be made of plastic or lightweight composite materials.

[0108] As an optional implementation, the transmission unit 624 may include a drive link 6241, a drive link 6242, a blade link 6243, and a blade link 6244. The drive link 6241 connects the motor output shaft to the blade link 6243, transmitting the motor's rotational motion to the next stage. The drive link 6242 is linked with the drive link 6241, increasing the lever arm or changing the direction of motion. The blade link 6243 and blade link 6244 form two rockers in a four-bar linkage, enabling motion conversion. The blade link 6244 is fixedly connected to the movable blade (i.e., the air dam body 626), directly driving the movable blade to move. The movable blade is the air dam body 626, generally made of plastic or lightweight composite material. The transmission unit 624 can be considered a double-rocker four-bar linkage mechanism. Its transmission route is as follows: the motor output shaft drives the drive link 6241 to rotate (rotation angle ≤ 180°); the drive link 6242 acts as an intermediate link, transmitting the motion to the blade link 6243; the blade link 6243 and blade link 6244 form a hinge, and together with the fixed bracket, they constitute a four-bar linkage mechanism, causing the blade link 6244 to move around the fixed axis; the movable blade is fixed to the blade link 6244 and moves with it, realizing the deployment and retraction actions. Under different control commands, the air dam can be in a fully retracted state (e.g., Figure 7 As shown), partially extended state (such as...) Figure 8 As shown), fully extended state (as shown) Figure 9 (As shown).

[0109] In addition, this application also provides a vehicle, such as Figure 10 As shown, the vehicle 1000 includes a body body 1002 and a vehicle air dam control system 1004 as described above, which is mounted on the body body 1002.

[0110] It should be noted that the vehicle air dam control system 1004 can implement the vehicle air dam control method provided in any of the aforementioned method embodiments and achieve the same technical effect, which will not be elaborated here.

[0111] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the vehicle air dam control method provided in any of the foregoing method embodiments.

[0112] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0113] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method for controlling air dams in vehicles, characterized in that, The method includes: Acquire vehicle status perception data and road surface perception data in front of the vehicle; Based on the vehicle state perception data, the wind noise suppression requirement of the vehicle is determined, and based on the road surface perception data, the scratch risk coefficient of the vehicle is determined. Based on the wind noise suppression requirements and the scraping risk coefficient, the target ground clearance of the air dam is determined, and control commands are generated based on the target ground clearance. The expansion and contraction of the air dam are controlled using the control commands.

2. The method according to claim 1, characterized in that, The vehicle status perception data includes the vehicle speed; The step of determining the vehicle's wind noise suppression requirements based on the vehicle state perception data includes: The vehicle speed is compared with a first speed threshold and a second speed threshold, wherein the first speed threshold is less than the second speed threshold. If the vehicle speed is less than or equal to the first speed threshold, the wind noise suppression requirement of the vehicle is determined to be at the first level. If the vehicle speed is greater than the first speed threshold and less than or equal to the second speed threshold, the wind noise suppression requirement of the vehicle is determined to be at the second level, wherein the second level is higher than the first level. If the vehicle speed is greater than the second speed threshold, the wind noise suppression requirement of the vehicle is determined to be at level three, wherein the third level is higher than the second level.

3. The method according to claim 1, characterized in that, The determination of the vehicle's scratch risk coefficient based on the road surface perception data includes: Based on the road surface perception data, obstacles on the road surface and their characteristic information are identified; Obtain the vehicle's ground clearance and the current extension distance of the air dam; The scratch risk coefficient is determined based on the characteristic information of the obstacle, the ground clearance of the vehicle, and the current extension distance of the air dam.

4. The method according to claim 3, characterized in that, The determination of the scratch risk coefficient based on the obstacle's feature information, the vehicle's ground clearance, and the air dam's current extension distance includes: The height of the obstacle is determined based on its characteristic information; Obtain a preset safety margin, and sum the height of the obstacle and the safety margin to obtain a first intermediate value; Subtracting the current extension distance of the air dam from the ground clearance of the vehicle itself yields a second intermediate value; Calculate the ratio of the first intermediate value to the second intermediate value, and determine the ratio as the scratch risk coefficient.

5. The method according to claim 2, characterized in that, The determination of the target ground clearance of the air dam based on the wind noise suppression requirements and the scratch risk coefficient includes: When the wind noise suppression requirement of the vehicle is at the second level or the third level, and the scratch risk coefficient is less than the preset scratch threshold, the target ground clearance of the air dam is determined as the first height value, wherein the first height value is the height value corresponding to the air dam when it is fully extended; When the vehicle's wind noise suppression requirement is at the first level, and / or the scratch risk coefficient is greater than or equal to the preset scratch threshold, the target ground clearance of the air dam is determined as a second height value, wherein the second height value is the height value corresponding to the air dam when it is partially or fully retracted.

6. The method according to claim 5, characterized in that, The vehicle state perception data also includes the vehicle's driving mode, and the method further includes: When the vehicle's driving mode is off-road mode and the scratch risk coefficient is greater than or equal to the preset scratch threshold, the target ground clearance of the air dam is determined to be the third height value, wherein the third height value is the height value corresponding to the air dam when it is fully retracted. When the vehicle's driving mode is Sport mode and the vehicle's wind noise suppression requirement is at the second or third level, the target ground clearance of the air dam is determined to be the first height value.

7. The method according to claim 6, characterized in that, The method of determining the target ground clearance of the air dam based on the wind noise suppression requirements and the scratch risk coefficient also includes: Based on a preset mapping relationship, determine the first score corresponding to the wind noise suppression requirement and the second score corresponding to the scratch risk coefficient; Based on the vehicle's driving mode, a first weight value corresponding to the first score and a second weight value corresponding to the second score are determined; Based on the first weight value and the second weight value, the first score and the second score are weighted and summed to obtain a comprehensive score; The target's altitude above the ground is determined based on the comprehensive score.

8. The method according to claim 7, characterized in that, The step of determining the first weight value corresponding to the first score and the second weight value corresponding to the second score based on the vehicle's driving mode includes: When the vehicle's driving mode is off-road mode, the second weight value is determined to be greater than the first weight value; When the vehicle's driving mode is Sport mode or City driving mode, the first weight value is determined to be greater than the second weight value.

9. The method according to claim 5, characterized in that, Before generating control commands based on the target's ground clearance, the method further includes: The distance between the vehicle and the obstacle on the road is obtained, and the travel time of the vehicle to the obstacle is determined based on the distance and the vehicle speed. The control command generated based on the target's ground clearance includes: The control command is generated based on the target's ground clearance and the travel time.

10. The method according to claim 1, characterized in that, Before acquiring vehicle state perception data and road surface perception data in front of the vehicle, the method further includes: Acquire depth images collected by the lidar at different height positions on the vehicle, and calculate the height measurement values ​​between the lidar and the ground at different height positions based on the depth images; The measured height values ​​and the true height values ​​obtained by the lidar at different height positions on the vehicle are fitted to determine the relationship between the measured height values ​​and the true height values, wherein the true height values ​​are determined using a laser rangefinder; The lidar is calibrated and adjusted based on the relationship between the measured height and the actual height.

11. A vehicle air dam control device, characterized in that, The device includes: The first acquisition module is used to acquire vehicle status perception data and road surface perception data in front of the vehicle. The first determining module is used to determine the wind noise suppression requirement of the vehicle based on the vehicle state perception data, and to determine the scratch risk coefficient of the vehicle based on the road surface perception data. The second determining module is used to determine the target ground clearance of the air dam based on the wind noise suppression requirements and the scraping risk coefficient, and to generate control commands based on the target ground clearance. The control module is used to control the expansion and contraction state of the air dam using the control commands.

12. A vehicle air dam control system, characterized in that, Includes the vehicle air dam control device and air dam assembly as described in claim 11, wherein the air dam assembly includes a drive unit, a transmission unit, and an air dam body; The drive unit is electrically connected to the vehicle air dam control device, and the drive unit is used to drive the transmission unit to perform transmission according to the control commands generated by the vehicle air dam control device. The air dam body is connected to the transmission unit, and the air dam body moves to the target ground height corresponding to the control command under the transmission unit.

13. A vehicle, characterized in that, The vehicle includes a vehicle body and a vehicle air dam control system as described in claim 12.

14. A computer-readable storage medium, characterized in that, The device stores computer-executable instructions for performing the vehicle air dam control method according to any one of claims 1-10.

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