A control method and system for a motorcycle wing

Abstract

This invention relates to the field of motorcycle technology and discloses a control method and system for motorcycle winglets, comprising: acquiring the motorcycle's body posture and motion state, and driver operation signals; determining the current driving scenario and corresponding winglet control requirements based on the body posture and motion state; calculating the target angles of the left and right winglets based on the control requirements; asymmetrically allocating the angles of the left and right winglets according to the body tilt angle and angular velocity during high-speed cornering; dynamically adjusting the winglet tilt angle based on the driver operation signals and the front wheel's ground clearance during wheelie assist; determining the emergency braking state based on braking pressure, vehicle deceleration, and wheel slip ratio information, calculating the winglet deflection angle, and coordinating with the vehicle's braking system; and controlling an electric actuator to independently adjust the left and right winglets to the corresponding angles according to the target angles to be adjusted. This solves the problem of inability to dynamically adjust the winglets, achieving high safety, strong adaptability, and stable control.

Description

Technical Field

[0001] This invention relates to the field of motorcycle technology, and in particular to a method and system for controlling a motorcycle wing. Background Technology

[0002] Existing motorcycle winglets have a relatively fixed structure that cannot be adjusted. Once installed, their angle of interaction with the airflow is fixed, resulting in a relatively fixed downward force. This prevents the rider from adjusting them according to specific road conditions, thus hindering further improvements in the vehicle's driving quality and handling.

[0003] For example, Chinese patent CN220905205U discloses a motorcycle and provides the following technical solution: a frame, body panels, a power source, suspension components, wheel components, a detection component, a control component, and an air guide device. The air guide device includes a right air guide component and a left air guide component. Both the left and right air guide components include a flow guiding mechanism and a wind-stabilizing mechanism. The control component acquires the motorcycle's speed and, based on the current speed range, sends a control command to the air guide device to switch the wind-stabilizing mechanism to a first or second posture. By switching the posture of the air guide device, the direction and speed of the fluid passing over its surface are changed, thereby altering the downforce on the motorcycle's front wheel and the impact of wind resistance during driving. This utility model, by setting up an air guide device, can improve vehicle stability and reduce wind resistance at different driving speeds. However, the aforementioned motorcycle can only switch to a fixed posture based on speed and cannot respond in real time to dynamic driving conditions such as body tilt angle and braking status. It lacks coordination with the vehicle stability system and does not have safety control for scenarios such as cornering, wheelies, and emergency braking. Summary of the Invention

[0004] This invention solves the problems of fixed attitude, inability to dynamically adjust, and lack of scene adaptability in the prior art, and proposes a control method and system for motorcycle windshields, achieving the goals of high safety, strong adaptability, and stable control.

[0005] Furthermore, this invention drives the wing via an electric actuator, and combines multi-sensor data with intelligent control algorithms to achieve automatic adjustment of the wing angle of the motorcycle under different working conditions such as cornering, acceleration, and braking, thereby improving vehicle stability, handling, and safety.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: A method for controlling a motorcycle wing includes: Acquire the motorcycle's body posture and motion status, as well as the driver's operation signals; Based on the vehicle's posture and motion state, determine the current driving scenario and the corresponding wing control requirements; Based on control requirements, the target angles of the left and right wings are calculated; when cornering at high speed, the left and right wings are asymmetrically allocated according to the vehicle tilt angle and angular velocity; when wheelie assist is applied, the upward tilt angle of the wings is dynamically adjusted according to the driver's operation signal and the ground clearance of the front wheels; the emergency braking state is determined based on the braking pressure, vehicle deceleration and wheel slip ratio information, and the downward tilt angle of the wings is calculated and coordinated with the vehicle braking system. Based on the target angle to be adjusted, the electric actuator drives the left and right wings to adjust independently to the corresponding angle.

[0007] In three main scenarios—high-speed cornering, wheelie assist, and emergency braking—multi-source information is integrated for collaborative decision-making. This enables dynamic adjustment of the windshield angle and, through scenario-based and adaptive control logic, enhances the vehicle's handling and active safety performance.

[0008] A control system for a motorcycle wing includes a sensor module and aerodynamic wings symmetrically arranged on both sides of the front of the motorcycle. The sensor module includes a tilt sensor mounted at the center of the motorcycle frame, a speed sensor mounted on the motorcycle's wheels or transmission system, and a steering angle sensor mounted on the handlebar steering column. A wheelie mode selection switch is mounted on the motorcycle's handlebars. The aerodynamic wings on the left and right sides are driven by their respective connected electric drive mechanisms. The main controller is electrically connected to the sensor module, the electric drive mechanisms, and the wheelie mode selection switch.

[0009] The tilt sensor is placed at the center of the frame to ensure accurate attitude detection. The vehicle speed and steering angle sensors directly reflect the vehicle's movement and driving intentions. The mode switch is easy to operate. The independent electric drive mechanism of the left and right wings can realize individual wing control and achieve complex actions such as asymmetric control.

[0010] Preferably, during high-speed cornering, an adaptive Kalman filter is used to fuse the tilt angle and angular velocity output by the inertial measurement unit, and the process noise matrix is ​​dynamically adjusted according to the real-time detected vertical acceleration to distinguish between the actual cornering posture and road bump interference; the reliability of the tilt angle information is cross-validated using the vehicle kinematics model based on the fused data from the wheel speed sensor and the steering angle sensor.

[0011] By using adaptive Kalman filtering and multi-sensor data fusion, the accuracy and anti-interference ability of attitude recognition are effectively improved, and the stability of the system is enhanced.

[0012] Preferably, when the head-up assist is performed, multiple layers of safety access judgment are first performed, and the head-up assist mode is entered after all safety access judgments are passed. The multi-layered safety access judgment includes: the vehicle speed is lower than the preset threshold and the vehicle is in an acceleration state; the vehicle body's lateral tilt angle and longitudinal pitch angle are both within the safe range; the driver actively selects the wheelie assist mode by operating the switch and the throttle opening exceeds the set value; the vehicle's anti-lock braking system and traction control system are not activated and the hand brake does not apply braking force exceeding the set value.

[0013] Strict activation conditions for the wheelie assist mode are defined. Through multiple checks that comprehensively consider vehicle speed, posture, the driver's clear intention, and the vehicle system status, this high-risk function is ensured to be activated only when it is safe and the intention is clear, thus improving the system's safety.

[0014] Preferably, in determining an emergency braking state, if any two of the judgment conditions are met simultaneously, it is determined to be an emergency braking state. The judgment conditions include: monitoring the brake master cylinder pressure and its rate of change, with the pressure rising to a high value and the rate of change exceeding a threshold within a preset time; verifying that the deceleration data exceeds a threshold; calculating the wheel slip ratio in real time and predicting the lock-up trend, with the slip ratio exceeding a safety threshold or its rate of change increasing beyond a preset value.

[0015] The emergency braking system employs a multi-condition joint judgment logic to reduce the risk of missed judgments. At the same time, it improves the accuracy of judgments and response speed by cross-validating multi-dimensional information such as pressure, deceleration, and slip ratio.

[0016] Preferably, the asymmetric angle allocation includes the following: when the vehicle body tilts to one side, the side wing deflects downwards, and its angle is positively correlated with the absolute value of the vehicle body tilt angle, the vehicle body angular velocity, and the lateral acceleration; the other side wing is calculated based on the absolute value of the vehicle body tilt angle, the current vehicle speed, and the estimated turning radius, and its deflection angle is smaller than that of the tilted side wing, forming an asymmetric aerodynamic control torque to enhance bending stability.

[0017] By adopting an asymmetric allocation strategy, different control logics and aerodynamic torque generation mechanisms were defined for the left and right wings, thereby enhancing bending stability.

[0018] Preferably, during the wheelie assist, the system monitors the front wheel clearance and its rate of change in real time, and performs graded safety interventions based on the monitoring results; when the front wheel clearance exceeds the first threshold and continues for more than a preset time, the system issues a prompt and automatically adjusts the wing tilt angle; when the front wheel clearance exceeds the second threshold or the vehicle body tilts unexpectedly, the system triggers an alarm and adjusts the wing angle; when the front wheel clearance exceeds the limit or the wheelie duration exceeds the safe time, the system forcibly exits the mode and controls the wing to return to the default angle.

[0019] The wheelie assist mode employs a dynamic safety monitoring and tiered intervention system. Through a progressive response mechanism, it allows for a certain degree of performance flexibility while also intervening promptly when risks escalate, thus maximizing driving safety.

[0020] Preferably, in the emergency braking state, the windshield control works in coordination with the vehicle braking system, specifically including: when the ABS is detected to enter the pressure build-up, pressure holding, and pressure relief cycle, the windshield is raised back during the pressure relief phase of the ABS and lowered again during the pressure build-up phase; the adjustment angle of the windshield is dynamically modulated according to the working intensity of the ABS, and its angle adjustment is synchronized with the ABS cycle.

[0021] By fine-tuning the phase synchronization, the application rhythm of aerodynamic downforce is matched with the anti-lock braking cycle, thus optimizing braking performance and stability.

[0022] Preferably, when cornering at high speed, the target angle of the windshield is calculated using a gain-scheduled PID control algorithm. The proportional gain increases with the increase of the absolute value of the tilt angle error, the integral gain decreases with the increase of the tilt angle error to prevent integral saturation, and the differential gain is compensated according to the angular velocity to enhance system damping. After dead zone processing and output rate and angle saturation limits, the target angle to be adjusted is output.

[0023] By combining gain-adaptive PID control with various anti-saturation and limiting measures, precise, adaptive, stable, and safe control of the wing angle is achieved.

[0024] Preferably, the control method also includes an anti-accidental touch mechanism, which sets multiple checks in both wheelie assist and emergency braking scenarios. Specifically, it includes: prohibiting or restricting the activation of wheelie assist mode when the driving scenario, vehicle posture, and vehicle equipment are not suitable; and prohibiting or restricting the triggering of windshield assist function in emergency braking determination if abnormal operation by the driver or the vehicle is not in a driving preparation state is detected.

[0025] By pre-setting up checks and state locks for different functional scenarios, the system effectively prevents functions from being accidentally triggered under dangerous or inappropriate conditions, thereby improving the reliability and security of the entire system.

[0026] Compared with the prior art, the beneficial effects of the present invention are as follows.

[0027] 1. This invention, by sensing the vehicle's status in real time and dynamically adjusting the wing angle, can actively enhance downforce to suppress body roll when cornering at high speeds and increase wind resistance to assist deceleration during emergency braking. This effectively improves the vehicle's handling stability and grip under extreme conditions and reduces the risk caused by loss of vehicle posture control.

[0028] 2. This invention not only provides automatic safety assistance but also includes a manual mode that allows riders to actively utilize the wings to generate lift within safe limits, assisting in maneuvers such as wheelies. This provides controllable performance expansion for professional riding or specific scenarios, balancing everyday safety with competitive enjoyment, transforming the motorcycle's aerodynamic components from passive decoration into auxiliary control units.

[0029] 3. Through adaptive filtering, gain scheduling control, and multi-system collaborative strategies, this invention enables the system to accurately perceive the vehicle's attitude and precisely control the wind vanes, significantly improving safety and operability in hazardous scenarios. Attached Figure Description

[0030] Figure 1 This is an overall flowchart of a method for generating structural parameters of an SX-type static mixer according to the present invention.

[0031] Figure 2 This is a top view of the motorcycle wing of the present invention.

[0032] Illustration: 1. Front tire, 2. Aerodynamic wing, 3. Electric drive mechanism. Detailed Implementation

[0033] See Figures 1-2 As shown, a method for controlling a motorcycle wing includes: Acquire the motorcycle's body posture and motion status, as well as the driver's operation signals; Based on the vehicle's posture and motion state, determine the current driving scenario and the corresponding wing control requirements; Based on control requirements, the target angles of the left and right wings are calculated; when cornering at high speed, the left and right wings are asymmetrically allocated according to the vehicle tilt angle and angular velocity; when wheelie assist is applied, the upward tilt angle of the wings is dynamically adjusted according to the driver's operation signal and the ground clearance of the front wheels; the emergency braking state is determined based on the braking pressure, vehicle deceleration and wheel slip ratio information, and the downward tilt angle of the wings is calculated and coordinated with the vehicle braking system. Based on the target angle to be adjusted, the electric actuator drives the left and right wings to adjust independently to the corresponding angle.

[0034] A control system for a motorcycle wing includes a sensor module and aerodynamic wings symmetrically arranged on both sides of the front of the motorcycle. The sensor module includes a tilt sensor mounted at the center of the motorcycle frame, a speed sensor mounted on the motorcycle's wheels or transmission system, and a steering angle sensor mounted on the handlebar steering column. A wheelie mode selection switch is mounted on the motorcycle's handlebars. The aerodynamic wings on the left and right sides are driven by their respective connected electric drive mechanisms. The main controller is electrically connected to the sensor module, the electric drive mechanisms, and the wheelie mode selection switch.

[0035] This invention differs from other fixed-wing systems in that it allows for automatic or manual control of the wing angle. Automatic wing angle adjustment: During cornering, the controller uses various sensors to detect whether the vehicle is cornering to the left or right, automatically controlling the left and right wings to move in opposite directions (one side upwards, one side downwards), increasing the vehicle's cornering stability. During emergency braking, the controller detects a braking signal and automatically controls the wing to press forward and downward, increasing the vehicle's drag area, enhancing tire grip, suppressing front wheel lift, and reducing braking distance. Manual wing angle adjustment: During low-speed acceleration, if the user needs to perform a wheelie, they can manually adjust the front of the wing upwards, converting wind resistance into upward lift to assist in lifting the front wheel and reducing the difficulty of a wheelie. The function of the motorcycle's electric wing is to utilize aerodynamics to increase downforce or lift at the front of the motorcycle. When a motorcycle is traveling at high speed, the airflow passing under the motorcycle generates lift, which reduces the motorcycle's downforce and tire grip. If the front of the wing is tilted upwards, this lift is increased, helping the front wheel to lift and making it easier for the motorcycle to lift its nose. If the front of the wing is tilted downwards, the downward force exerted by the wing counteracts the lift, enhancing tire grip, preventing the front wheel from lifting, and giving the motorcycle better handling at high speeds.

[0036] like Figure 1 and Figure 2 In one embodiment shown, Figure 1 This is an overall flowchart of a method for generating structural parameters of an SX-type static mixer according to the present invention. Figure 2 This is a top view of the motorcycle wing of the present invention. The present invention relates to a control method and system for a motorcycle wing driven by an electric actuator, aiming to solve the problem that existing fixed wing designs cannot adjust their angle according to actual riding conditions, thus limiting vehicle handling. This device achieves angle adjustment by driving the wing with an electric actuator, and automatically or manually controls the wing's attitude based on sensor signals received by the controller, thereby optimizing the vehicle's aerodynamic performance.

[0037] When cornering at high speed, the controller obtains the vehicle body tilt angle and motion state by fusing inertial measurement unit, wheel speed sensor and steering angle sensor. After road noise interference is eliminated by adaptive Kalman filter, the gain scheduling PID algorithm is used to dynamically calculate the asymmetric adjustment angle of the left and right wings, that is, the tilted side wing is pressed down and the other side wing is tilted up. The aerodynamic difference generated by the left and right wings enhances the cornering stability.

[0038] When accelerating at low speed and the user has a wheelie requirement, the system enters manual wheelie assist mode after simultaneously meeting the following conditions: low speed, correct vehicle posture, driver active selection, sufficient throttle opening, and vehicle system readiness. This mode controls the front of the wing to tilt upwards to convert wind resistance into lift to assist the front wheels in lifting. At the same time, it provides warnings or forced interventions through multi-level safety monitoring.

[0039] During emergency braking, the system makes a multi-dimensional joint judgment by analyzing braking pressure characteristics, vehicle deceleration consistency, and wheel slip ratio trends in parallel. Once emergency braking is confirmed, the system controls the wing to tilt forward and down rapidly to increase wind resistance and downforce. It also works in conjunction with the anti-lock braking system and traction control system to dynamically adjust the wing angle according to the slip ratio and system status to achieve auxiliary braking and maintain vehicle stability.

[0040] This invention also includes anti-accidental touch logic and scene restriction mechanism. When the driving scene, vehicle posture and vehicle equipment are not suitable, the activation of the wheelie assist mode is prohibited or restricted. In emergency braking judgment, if abnormal operation by the driver or the vehicle is not in a driving preparation state is detected, the triggering of the wind wing assist function is prohibited or restricted, so as to ensure that each function is triggered only under safe and appropriate conditions.

[0041] In real-world scenarios, the control method of this invention acquires the motorcycle's body posture, motion state, and driver operation signals in real time, thereby identifying the current driving scenario and wing control requirements, and then calculates the target angles of the left and right wings and drives the electric actuators to make independent adjustments.

[0042] First, data is collected using an inertial measurement unit, wheel speed sensor, and steering angle sensor. In high-speed cornering scenarios, an adaptive Kalman filter is used to fuse tilt angle and angular velocity. The process noise matrix is ​​dynamically adjusted based on vertical acceleration to distinguish between real cornering and road interference. Simultaneously, the reliability of tilt angle is cross-validated using a vehicle kinematic model. Then, based on a gain-scheduled PID algorithm, the proportional gain increases with the absolute value of tilt angle error, the integral gain decreases with the increase of error to prevent saturation, and the differential gain is compensated based on angular velocity to enhance damping. Combined with dead zone processing and output limiting, the asymmetric target angles of the left and right wings are calculated. When the vehicle body tilts to one side, the wing on that side deflects downwards, and the angle is positively correlated with the absolute value of tilt angle, angular velocity, and lateral acceleration. The other wing is calculated to have a smaller deflection angle based on tilt angle, vehicle speed, and turning radius, thus forming an asymmetric aerodynamic moment to improve cornering stability.

[0043] In the wheelie assist scenario, the system first performs multi-layer safety access judgment, requiring the vehicle speed to be below the threshold and in an acceleration state, the vehicle's lateral and longitudinal tilt angles to be within the safe range, the driver to actively select the mode via a switch and the throttle opening to exceed the set value, the vehicle's anti-lock braking system and traction control system to be inactive and the hand braking force not to exceed the standard. Only after all these conditions are met can the system enter the mode. Then, the system dynamically adjusts the tilt angle of the wing according to the driver's operation signal, while simultaneously monitoring the front wheel ground clearance and its rate of change in real time to implement graded intervention. If the height exceeds the first threshold and continues for a preset time, a prompt is made and the wing angle is adjusted back. If it exceeds a higher second threshold or an unexpected tilt occurs, an alarm is triggered and the angle is further adjusted back. If the height reaches the limit value or the wheelie exceeds the safe time, the system is forcibly exited and the wing angle is restored to the default angle.

[0044] In emergency braking scenarios, the system analyzes the brake master cylinder pressure and its rate of change, vehicle deceleration, and wheel slip rate trends in parallel. When any two conditions are met simultaneously, it is determined to be an emergency braking situation. The system then calculates the deflector angle and drives the vehicle to its maximum deflection position as quickly as possible. Simultaneously, it works in coordination with the vehicle's braking system. When the ABS is detected to be in a cycle of pressure build-up, pressure holding, and pressure release, the deflector raises its angle during the pressure release phase and deflects again during the pressure build-up phase. The adjustment range is dynamically modulated according to the ABS working intensity to maintain phase synchronization, thereby maximizing the use of ground adhesion to shorten the braking distance while avoiding wheel lock-up. In addition, this invention also involves an anti-accidental activation mechanism, including vehicle status such as disabling wheelies in neutral or low temperatures, environmental perception such as automatically disabling wheelies in rain or on curves, and limiting the response when the throttle and brake are frequently switched. This ensures that each function is triggered only under safe and appropriate conditions, ultimately achieving intelligent and precise control of the deflector angle based on the riding scenario.

[0045] In another embodiment, in high-speed cornering mode, the present invention employs the following core algorithm and logic to achieve dynamic adjustment of the wing angle that balances response speed, stability, and anti-interference capability: First, the system acquires the vehicle's original tilt angle and angular velocity data through an inertial measurement unit. To eliminate high-frequency noise interference such as road bumps, an adaptive Kalman filter is used for data fusion. This filter can dynamically adjust the process noise matrix based on the real-time detected vertical acceleration, performing precise estimation on smooth roads and reducing sensitivity to instantaneous changes on bumpy roads, effectively distinguishing between the actual cornering posture and road disturbances. Simultaneously, data from wheel speed sensors and steering angle sensors are fused, and the reliability of the tilt angle information is cross-validated through a vehicle kinematics model, ensuring the accuracy and stability of the attitude information input to the controller.

[0046] The system state vector is defined as X k equals [θ] k ω k b θ，k b ω，k] T Where θ is the tilt angle, ω is the angular velocity, and b is the sensor zero bias. The state prediction equation is: equals F k P k|k-1 equals F k P k-1|k-1 f k T Add Q k The state transition matrix F is among them. k for P is the error covariance matrix, Q k This is the noise matrix for the adaptive process.

[0047] The adaptive process noise is specifically: Qk equals diag([σ θ 2 , σ ω 2 , σ bθ 2 , σ bω 2 ]), σ θ 2 equal to σ θ，0 2 Add k q ·|a z,k |;where a z This is the vertical acceleration, used to dynamically adjust σ according to the degree of road surface bumps. θ 2 .

[0048] The core of the controller is an improved gain-scheduled PID algorithm. Its control objective (wing adjustment angle) consists of three parts: a part proportional to the current tilt angle error, a part that integrates the historical error to eliminate steady-state deviation, and a part that differentiates the tilt angle change rate to predict future trends.

[0049] The key innovation of this algorithm lies in the fact that its proportional, integral, and derivative gains are not fixed values, but rather adapt nonlinearly to the current tilt angle, vehicle speed, and other conditions. Specifically: the proportional gain increases with the absolute value of the tilt angle, ensuring an intuitive control relationship where a larger tilt angle corresponds to a larger adjustment angle; the integral gain decreases appropriately with increasing tilt angle to prevent integral saturation at sustained large tilt angles; and the derivative gain is compensated based on angular velocity to enhance system damping. Furthermore, the algorithm incorporates dead-zone handling (no triggering at small tilt angles), output rate limiting, and angle saturation limiting to ensure smooth and safe control.

[0050] Target angle ζ of the wind wing target Specifically: K p (e(t))·e(t) plus K i (e(t))· Plus K d (e(t))·de(t) / dt; where the tracking error e(t) is θ desired (t) minus θ filtered (t). The gain is a nonlinear function of the tilt error: K p (e) equals K p0 Add K pl ·|e| plus K p2 ·e 2 K i (e) equals K i0 / (1 plus T) i ·|e|), K d (e) equals K d0 Add K d1 ·exp(-|e| / θ ref ).

[0051] After determining the overall adjustment requirements, the system applies asymmetrical angle allocation to the left and right wings. Taking a left turn as an example: the system controls the left wing to deflect downwards, providing greater downforce to the main pressure-bearing side; simultaneously, it controls the right wing to deflect upwards appropriately. This strategy balances the potential vehicle attitude disturbance caused by increased downforce on one side, and, through the aerodynamic difference generated by the left and right wings, creates a stabilizing moment to suppress excessive body roll, thereby significantly enhancing cornering stability.

[0052] Let the total control requirement be ζ. total When the vehicle body is tilted to the left, θ < 0, then the angle distribution of the left and right winglets is: ζ left It equals -(β1|θ| plus β2ω plus β3a) y ), ζ right Equals y1|θ| minus y2v 2 / R est ;where R est v / (|ω| plus ε) is the estimated turning radius, ε is a small constant to prevent division by zero, and the coefficient satisfies that y1 is less than β1 to form an asymmetric control effect.

[0053] The manual wheelie assist mode must include robust, multi-layered safety protection logic to prevent misuse or loss of control. The specific judgment logic is as follows: The following conditions must be met simultaneously for pattern admission to be determined: 1. Vehicle speed conditions: The current vehicle speed is lower than a preset threshold (30 km / h in this embodiment), and the vehicle is accelerating; 2. Vehicle posture conditions: The vehicle's lateral tilt angle and longitudinal pitch angle are both within a safe range (in this embodiment, the absolute value of the lateral tilt angle is less than 8 degrees and the longitudinal pitch angle is less than 15 degrees) to ensure that the vehicle starts with a correct posture.

[0054] 3. Driver Intent Confirmation: The driver has actively selected "Wheel Drive Assist Mode" via a physical switch or electronic interface, and the throttle opening exceeds the set value (70% in this embodiment), indicating that it is a definite operation.

[0055] 4. System Readiness Status: The vehicle's anti-lock braking system and traction control system are not in an active intervention state, and the hand brake is not applying significant braking force.

[0056] The system continuously monitors key parameters during mode operation and implements tiered responses: Level 1 warning: When the system detects that the front wheel is more than 10 cm off the ground and the duration exceeds 1 second, the system will provide a visual or audible warning through the instrument panel and automatically adjust the wing tilt angle back by 10% to gently remind the driver.

[0057] Level 2 Intervention: If the front wheel clearance exceeds a higher threshold (20 cm in this embodiment), or the vehicle body exhibits unexpected and significant body roll (greater than 12 degrees in this embodiment), or the vehicle body yaws too quickly, the system determines that there is a high risk. At this time, a strong audible and visual alarm will be triggered, and the wing angle will be automatically adjusted back by more than 30% to quickly increase the downforce on the front wheels.

[0058] Level 3 Forced Exit: When extreme situations are detected, such as the front wheels being too high off the ground (more than 30 cm in this embodiment), the vehicle body roll angle being too large, or the wheelie state lasting for more than a safe time (3 seconds in this embodiment), the system will immediately forcefully exit the wheelie assist mode, control the winglets to quickly return to the default angle, and request the traction control system to intervene as needed to restore vehicle stability. Simultaneously, the system will record event data for subsequent analysis.

[0059] Front wheel ground clearance is estimated using the front suspension travel ΔL and pitch angle θ. pitch Fusion estimation, h wheel It equals α·ΔL plus (1-α)·L wheelbase ·sin(θ) pitch -θ pitch，0 ); where α is the fusion weight coefficient, L wheelbase θ is the wheelbase. pitch，0 This is the static pitch angle.

[0060] The user-set angle is ζ. user The system makes safety adjustments based on the real-time ground clearance h and its rate of change. ζ safe (t) equals ζ user Subtract [K] s1 ·min(h(t),H max ) plus K s2·dh(t) / dt]; where K s1 K s2 H is the safety gain coefficient. max This is the height restriction threshold. The maximum allowable head-up time is T. max equal to T base Subtract λ·v0; where T base The basic safety time is 3.0s in this embodiment, v0 is the initial vehicle speed when the mode is activated, and λ is the vehicle speed influence coefficient (0.05 s / (km / h) in this embodiment), which reflects the principle that the faster the vehicle speed, the shorter the allowable time.

[0061] Meanwhile, the present invention also includes anti-accidental touch and scene restrictions. Specifically, the system prevents the activation or accidental triggering of this mode in inappropriate scenarios through the following logic: when the side stand is not retracted, the gearbox is in neutral, or the engine is in a low temperature state, the wheelie assist mode is completely prohibited or its maximum adjustment angle is limited; when the vehicle system recognizes it as a rain mode, or the location information determines that the vehicle is in a curve, the mode is automatically prohibited from being activated; the system monitors the driver's operation sequence, and if it finds unreasonable operations such as frequent alternation of accelerator and brake in a short period of time, it will determine that it may be an accidental touch and will not respond or limit the response range.

[0062] This invention comprehensively determines emergency braking events by parallel analysis of multi-dimensional information. Specifically, it includes: real-time monitoring of the brake master cylinder pressure and its rate of change; if the pressure rapidly rises from a low value to more than 80% of the calibrated maximum pressure value within a very short time window (0.3 seconds in this embodiment), and the rate of change of pressure exceeds a high threshold, it is considered a strong characteristic of emergency braking; simultaneously, it compares the longitudinal deceleration from the inertial measurement unit with the deceleration calculated from the wheel speed derivative; when both exceed a high threshold (0.8 times the gravitational acceleration in this embodiment) and their values ​​match, it is confirmed that the vehicle is in a state of violent deceleration; and real-time calculation of the front wheel slip ratio (i.e., the ratio of the difference between the wheel circumferential speed and the actual vehicle speed to the latter), by monitoring the value of the slip ratio and its changing trend, when the slip ratio exceeds a safety threshold or its derivative increases sharply, it is considered a risk signal of wheel lock-up.

[0063] The rate of change of braking pressure is equal to (P) k -P k-n ) / (n·Δt), where n is the number of sampling points within the time window, used to determine pedaling speed. Comprehensive braking intensity index S brake Equal to α·P / P max Add β·tanh(P / P) ref ) plus y·a x / g; where α, β, and y are weighting coefficients, and the tanh function is used to normalize the rate of change of pressure. When S brake Exceeding threshold S thWhen this occurs, an emergency braking response is triggered. Slip ratio λ x equals v vehicle Subtract ω wheel ·R effective / max(v vehicle v min ); where v min Minimum speed to prevent division by zero. Death trend prediction indicator Φ lock equal to λ x Add T d ·dλ x / dt plus K p · (PP) threshold ); where T d Φ is the differential time constant used to reinforce the weights of changing trends. lock Exceeding the threshold will trigger anti-lock intervention.

[0064] The wind vane control system interacts with the anti-lock braking system and traction control system via the vehicle network for information exchange and coordinated action. When the ABS is detected to be triggered and begins a high-frequency cycle of pressure build-up, pressure holding, and pressure release, the wing control system enters a cooperative mode. During the ABS pressure release phase, the wing will slightly raise its angle to reduce downforce and assist the wheels in regaining traction; during the pressure build-up phase, it will depress down again to enhance braking stability. The overall movement of the wing will also be dynamically modulated according to the intensity of ABS operation.

[0065] When ABS is detected at frequency f ABS During operation, the blade angle is superimposed with a periodic fine-tuning amount ζ on the reference value. ABS (t) equals ζ0 minus A mod ·sin(2π·f ABS ·t plus Φ); where, amplitude A mod Positively correlated with the working intensity of ABS, the phase Φ is synchronized according to the pressurization, pressure holding and pressure relief cycle of ABS, so that the wind vane is slightly raised during the pressure relief stage and deeply depressed during the pressurization stage.

[0066] If the traction control system intervenes during braking due to rear wheel slippage, the wing control system will prioritize stabilizing the downforce on the front wheels to maintain the vehicle's pitch and longitudinal dynamic balance.

[0067] In this embodiment, when any two of the three conditions—rapidly high braking pressure, high deceleration verification, and high risk of wheel lockup—are simultaneously met, the system immediately determines that emergency braking has begun and instructs the wing actuator to move at the maximum speed to the maximum downward pressure position with a forward tilt of -25 degrees, thereby rapidly generating maximum aerodynamic downforce and wind resistance. When a significant drop in braking pressure, vehicle deceleration below a threshold, and extremely low vehicle speed are detected, the emergency braking is determined to have ended. The wing slowly returns to its initial position at a controlled rate to avoid sudden attitude changes. Even if some signal conditions are met, the emergency braking assist function will be suppressed or limited when the vehicle speed is low (less than 5 km / h), the side supports are deployed, or when abnormal driver operations such as simultaneous heavy braking or accelerator pedal depressing are detected, ensuring functional safety and reliability.

[0068] All data collection and extraction in this invention are carried out under compliant and legal conditions.

Claims

1. A method for controlling a motorcycle wing, characterized in that, include: Acquire the motorcycle's body posture and motion status, as well as the driver's operation signals; Based on the vehicle's posture and motion state, determine the current driving scenario and the corresponding wing control requirements; Based on control requirements, the target angles of the left and right wings are calculated; when cornering at high speed, the left and right wings are asymmetrically allocated according to the vehicle tilt angle and angular velocity; when wheelie assist is applied, the upward tilt angle of the wings is dynamically adjusted according to the driver's operation signal and the ground clearance of the front wheels; the emergency braking state is determined based on the braking pressure, vehicle deceleration and wheel slip ratio information, and the downward tilt angle of the wings is calculated and coordinated with the vehicle braking system. Based on the target angle to be adjusted, the electric actuator drives the left and right wings to adjust independently to the corresponding angle.

2. The method for controlling a motorcycle wing according to claim 1, characterized in that, During high-speed cornering, an adaptive Kalman filter is used to fuse the tilt angle and angular velocity output by the inertial measurement unit, and the process noise matrix is ​​dynamically adjusted according to the real-time detected vertical acceleration to distinguish between the actual cornering posture and road bump interference. Based on the fused data from the wheel speed sensor and the steering angle sensor, the reliability of the tilt angle information is cross-validated using a vehicle kinematics model.

3. The method for controlling a motorcycle wing according to claim 2, characterized in that, When the head-up assist is performed, multiple layers of safety access judgment are first performed, and the head-up assist mode is entered after all safety access judgments are passed. The multi-layered safety access judgment includes: the vehicle speed is lower than the preset threshold and the vehicle is in an acceleration state; the vehicle body's lateral tilt angle and longitudinal pitch angle are both within the safe range; the driver actively selects the wheelie assist mode by operating the switch and the throttle opening exceeds the set value; the vehicle's anti-lock braking system and traction control system are not activated and the hand brake does not apply braking force exceeding the set value.

4. The method for controlling a motorcycle wing according to claim 3, characterized in that, The emergency braking state is determined if any two of the judgment conditions are met simultaneously. The judgment conditions include: monitoring the brake master cylinder pressure and its rate of change, with the pressure rising to a high value and the rate of change exceeding a threshold within a preset time; verifying that the deceleration data exceeds a threshold; calculating the wheel slip ratio in real time and predicting the lock-up trend, with the slip ratio exceeding a safety threshold or its rate of change increasing beyond a preset value.

5. The method for controlling a motorcycle wing according to claim 4, characterized in that, The asymmetric angle allocation includes the following: when the vehicle body tilts to one side, the wing on that side deflects downwards, and its angle is positively correlated with the absolute value of the vehicle body tilt angle, the vehicle body angular velocity, and the lateral acceleration; the other wing is calculated based on the absolute value of the vehicle body tilt angle, the current vehicle speed, and the estimated turning radius, and its deflection angle is smaller than that of the tilted wing, forming an asymmetric aerodynamic control torque to enhance bending stability.

6. A method for controlling a motorcycle wing according to claim 1 or 3, characterized in that, When the wheelie assist is activated, the system monitors the front wheel clearance and its rate of change in real time, and performs graded safety interventions based on the monitoring results. When the front wheel clearance exceeds the first threshold and continues for more than a preset time, the system issues a prompt and automatically adjusts the wing tilt angle. When the front wheel clearance exceeds the second threshold or the vehicle body tilts unexpectedly, the system triggers an alarm and adjusts the wing angle. When the front wheel clearance exceeds the limit or the wheelie duration exceeds the safe time, the system forcibly exits the mode and controls the wing to return to the default angle.

7. A method for controlling a motorcycle wing according to claim 1 or 4, characterized in that, In the emergency braking state, the windshield control works in coordination with the vehicle braking system. Specifically, when the ABS is detected to be entering the pressure build-up, pressure holding, and pressure relief cycle, the windshield is raised during the pressure relief phase of the ABS and lowered again during the pressure build-up phase. The adjustment angle of the windshield is dynamically modulated according to the working intensity of the ABS, and its angle adjustment is synchronized with the ABS cycle.

8. A method for controlling a motorcycle wing according to claim 1, 2, or 5, characterized in that, When cornering at high speed, the target angle of the windshield is calculated using a gain-scheduled PID control algorithm. The proportional gain increases with the increase of the absolute value of the tilt angle error, while the integral gain decreases with the increase of the tilt angle error to prevent integral saturation. The derivative gain is compensated according to the angular velocity to enhance system damping. After dead zone processing and output rate and angle saturation limits, the target angle to be adjusted is output.

9. The method for controlling a motorcycle wing according to claim 1, characterized in that, The control method also includes an anti-accidental activation mechanism, which sets up multiple checks in both wheelie assist and emergency braking scenarios. Specifically, it includes: prohibiting or restricting the activation of wheelie assist mode when the driving scenario, vehicle posture, and vehicle equipment are not suitable; and prohibiting or restricting the triggering of windshield assist function if abnormal driver operation or vehicle not being ready to drive is detected during emergency braking.

10. A control system for a motorcycle wing, employing the control method for a motorcycle wing as described in any one of claims 1-9, characterized in that, The system includes a sensor module and aerodynamic wings (2) symmetrically arranged on both sides of the front of the motorcycle. The sensor module includes a tilt sensor installed at the center of the motorcycle frame, a speed sensor installed on the motorcycle wheels or transmission system, and a steering angle sensor installed on the steering column of the motorcycle handlebars. A wheelie mode selection switch is installed on the handlebars of the motorcycle. The aerodynamic wings (2) on the left and right sides are driven by their respective connected electric drive mechanisms (3). The main controller is electrically connected to the sensor module, the electric drive mechanism, and the wheelie mode selection switch.

Images