Automobile adaptive active drag reduction system based on synthetic twin jet and control method

Abstract

This invention relates to an adaptive active drag reduction system and control method for automobiles based on synthetic dual-jet propulsion, belonging to the field of automotive dynamics technology. The system includes an execution module and a control module. The execution module includes: a front jet exciter positioned at the front of the vehicle to spray a jet onto the front wall to reduce aerodynamic drag in the front region; a rear jet exciter positioned at the flow separation initiation point at the rear of the vehicle to increase rear pressure by controlling the rear flow field through synthetic dual-jet propulsion; and a virtual flap pressurization device positioned at the rear wing to increase vehicle downforce by inducing the formation of virtual flaps through jet propulsion. The control module acquires real-time driving state parameters of the vehicle and adaptively adjusts the operating parameters of each exciter based on these parameters. This invention can adaptively adjust jet parameters according to the vehicle's driving state, effectively reducing aerodynamic drag across the entire vehicle speed range while simultaneously maintaining vehicle downforce and improving driving stability.

Description

Technical Field

[0001] This invention relates to the field of automotive dynamics technology, and in particular to an adaptive active drag reduction system and control method for automobiles based on synthetic dual jets. Background Technology

[0002] As the automotive industry moves towards energy conservation and high performance, aerodynamic drag, as a core component of vehicle drag, has an increasingly significant impact on energy consumption, driving range, and maximum speed. When a vehicle's speed exceeds 100 km / h, aerodynamic drag typically accounts for over 60% of the total drag, making its reduction a key means of improving vehicle performance. Currently, automotive drag reduction technologies are mainly divided into passive and active drag reduction. Passive drag reduction primarily relies on optimizing the vehicle's streamlined design and accessory shapes to reduce wind resistance. However, after decades of development, this technology has reached its performance limits, making further significant drag reduction difficult, and its fixed design cannot adapt to different driving conditions. Active drag reduction technologies, such as adjustable rear spoilers and active grilles, can adjust the vehicle's shape according to driving conditions, but their drag reduction effect is limited, and they struggle to finely control the complex flow field around the vehicle.

[0003] Existing drag reduction technologies still have many shortcomings in practical applications. Passive drag reduction is limited by vehicle styling, passability, loading space, and regulatory constraints, and the drag reduction benefits have a clear physical upper limit. For example, even after optimizing the fastback design of passenger cars, the drag reduction rate at the rear is difficult to exceed 8%; fixed air guide devices at the rear of commercial vehicles are limited by regulations on cargo box length and cannot completely suppress large-scale flow separation, with pressure difference drag still accounting for more than 40%. On the other hand, some active jet drag reduction technologies require an additional air source or a built-in air intake system, resulting in high system complexity, large size and weight, making it difficult to adapt to the compact installation space of passenger cars, and even significantly encroaching on the cargo space of commercial vehicles. At the same time, traditional synthetic jet technology has the problem of low energy utilization, especially when the vehicle is cruising at high speeds of 80-120 km / h. The high environmental back pressure at the rear of the vehicle can easily cause mainstream gas to flow back into the jet cavity, making it impossible for the cavity to form an effective pressure difference, causing the jet momentum to decrease sharply, or even making it impossible to form a stable synthetic jet at all, the so-called "ballast failure" phenomenon. Furthermore, traditional single-jet structures can only generate a single set of vortex ring structures. The vortex rings dissipate rapidly in the mainstream, the momentum penetration depth is shallow, and the control range is limited. They can only make fine adjustments to the near-wall boundary layer and are difficult to effectively intervene in the large-scale separation vortex structure at the tail. Summary of the Invention

[0004] Therefore, it is necessary to provide a synthetic dual-jet-based adaptive active drag reduction system and control method for automobiles that can adaptively reduce drag under all operating conditions and avoid high-speed ballast failure, in order to address the above-mentioned technical problems.

[0005] An adaptive active drag reduction system for automobiles based on synthetic dual-jet flow, the system comprising: an execution module and a control module; The execution module includes at least one front jet exciter, at least one rear jet exciter, and a virtual flap pressurization device; The front jet exciter is located at the front of the vehicle and is used to spray jets onto the front wall to reduce aerodynamic drag in the front area. The rear jet exciter is located at the flow separation initiation position at the rear of the vehicle and is used to increase the rear pressure by synthesizing dual jets to regulate the flow field at the rear. The virtual flap pressurization device is located at the rear wing of the vehicle and is used to increase the downforce of the vehicle by inducing the formation of virtual flaps through jets. The control module acquires real-time driving status parameters of the vehicle and adaptively adjusts the operating parameters of the front jet exciter, the rear jet exciter, and the virtual flap pressurization device based on the driving status parameters.

[0006] On the other hand, a method for adaptive active drag reduction control of automobiles based on synthetic dual-jet flow is also provided, the method comprising: Real-time acquisition of vehicle driving status parameters; Based on the driving state parameters, the operating parameters of the front jet exciter, the rear jet exciter, and the virtual flap pressurization device are adaptively adjusted. The front jet exciter sprays jets onto the front wall of the vehicle according to the adjusted operating parameters to reduce aerodynamic drag in the front area. The tail jet exciter injects a combined double jet at the tail flow separation initiation position according to the adjusted working parameters, so as to regulate the tail flow field and increase the tail pressure. The virtual flap pressurization device sprays jets onto the tail section according to the adjusted operating parameters to induce the formation of virtual flaps to increase the vehicle's downforce.

[0007] Compared with existing technologies, the adaptive active drag reduction system and control method for automobiles based on synthetic dual-jet flow provided by this invention have the following advantages: 1. By adaptively adjusting the operating parameters of the front jet exciter, the rear composite dual jet exciter, and the virtual flap pressurization device through the control module, the drag reduction strategy can be dynamically optimized for different vehicle speed conditions. Compared with passive drag reduction technology, which is limited by vehicle shape and regulations and is difficult to further improve the drag reduction effect, this invention can significantly reduce vehicle aerodynamic drag and achieve drag reduction benefits far superior to passive drag reduction.

[0008] 2. A synthetic dual-jet exciter is used as the jet exciter at the rear of the vehicle. Its unique dual-cavity structure can prevent backflow of mainstream gas during high-speed cruising, ensuring stable output of jet momentum. This completely solves the ballast failure problem caused by environmental back pressure leading to jet attenuation or even failure to form under high-speed conditions in traditional synthetic jet technology, thus ensuring the stability of high-speed drag reduction effect.

[0009] 3. By placing a virtual flap pressurization device on the trailing edge of the tail fin and using jet induction to form a virtual flap structure, the aerodynamic drag can be reduced while effectively increasing the tail fin's circulation and thus increasing downforce. This solves the problem that existing drag reduction technologies often sacrifice downforce, ensuring grip and handling stability at high speeds.

[0010] 4. The front jet exciter, the rear composite dual-jet exciter, and the virtual flap pressurization device are all embedded, requiring no alteration to the vehicle's original shape. The composite dual-jet technology eliminates the need for an external air source or additional onboard air source device, resulting in a compact structure, small size, and light weight, making it suitable for the limited installation space in passenger vehicles. Simultaneously, the control module can adaptively select to activate or deactivate some exciters based on operating conditions, effectively reducing system energy consumption. Furthermore, this invention does not rely on vehicle body shape optimization, making it adaptable to various vehicle models, overcoming the vehicle model limitations of passive drag reduction technology, and possessing broad industrial application prospects.

[0011] 5. By placing the synthetic dual-jet exciter at the tail of the vehicle at the starting position of the flow separation, it is possible to directly intervene in the large-scale separation vortex structure. The control efficiency is much higher than that of the traditional tail planar arrangement scheme, and it realizes the fine active control of the complex flow field at the tail of the vehicle. Attached Figure Description

[0012] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of the present invention, and those skilled in the art can obtain other related drawings based on these drawings without creative effort.

[0013] Figure 1 This is a schematic diagram of the adaptive active drag reduction system for automobiles based on synthetic dual jets in Example 1; Figure 2 This is a schematic diagram of the arrangement of the jet exciter at the front of the vehicle in Example 1; Figure 3 This is a schematic diagram of the arrangement of the jet exciter at the rear of the vehicle in Example 1; Figure 4 This is a schematic diagram of the virtual flap pressurization device arrangement in Example 1; Figure 5 This is a comparison diagram of the pressure distribution between the front and rear of the vehicle under the 150km / h operating condition in Example 1. Figure 6This is a comparison diagram of the streamlines around the front and rear of the vehicle body under the 200km / h operating condition in Example 1. Figure 7 This is a comparison diagram of the front and rear flow separation zones of an off-road vehicle in Example 1. Figure 8 This is a flowchart illustrating the adaptive active drag reduction control method for automobiles based on synthetic dual jets in Example 2.

[0014] The objectives, features, and advantages of this invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0015] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0016] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0017] In this invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection, an electrical connection, a physical connection, or a wireless communication connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two elements or the interaction between two elements, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0018] It is understood that the technical solutions of the various embodiments of the present invention can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by the present invention.

[0019] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0020] Example 1 like Figure 1As shown, this embodiment provides an adaptive active drag reduction system for automobiles based on synthetic dual jets, including: an execution module, a control module, a sensing module, a drive module, and a power supply module.

[0021] The execution module is the system's actuator, including at least one front jet actuator, at least one rear jet actuator, and a virtual flap pressurization device. The front jet actuators are located at the front of the vehicle, preferably at the leading edge, and the number is determined according to requirements. Figure 2 As shown, the jet outlet of the jet exciter at the front of the vehicle faces the front edge wall, which is used to spray a high-speed jet onto the front wall, accelerate the flow on the front edge wall, and induce the formation of a negative pressure zone in the front area, thereby reducing the positive pressure at the front of the vehicle and reducing the pressure difference drag between the front and rear of the vehicle body.

[0022] The rear jet exciter is positioned at the initiation point of flow separation at the rear of the vehicle to increase rear pressure by controlling the rear flow field through synthetic dual jets. Specifically, four rear jet exciters are configured, such as... Figure 3 As shown, the flow separation initiation points are respectively located at the upper, lower, left, and right edges of the rear of the car. The rear jet exciter controls the rear vortex structure through jet flow, increasing the rear pressure and thus reducing the drag due to the pressure difference between the front and rear of the vehicle.

[0023] The virtual flap pressurization device is located at the trailing edge of the car's rear wing, such as... Figure 4 As shown, it is used to form a virtual flap structure through jet induction, which increases the tail wing's annulus without changing the physical shape of the tail wing, thereby effectively improving the vehicle's downforce and ensuring grip and driving stability at high speeds.

[0024] Preferably, the front jet exciter, rear jet exciter, and virtual flap pressurization device can be a synthetic dual-jet exciter, with a maximum jet velocity of up to 80 m / s. The synthetic dual-jet exciter adopts a dual-cavity single-membrane structure, which does not require an external air source and can effectively avoid ballast failure under high-speed conditions.

[0025] The sensing module is used to collect real-time driving status parameters of the vehicle, including a vehicle speed sensor and pressure sensor arrays located at the front, rear, and roof of the vehicle. The vehicle speed sensor is used to collect the vehicle's speed in real time, and the pressure sensor arrays are used to collect the pressure distribution at the front of the vehicle. Rear pressure distribution and roof pressure distribution Subsequently, the sensing module will collect data on vehicle speed and pressure distribution in front of the vehicle. Rear pressure distribution and roof pressure distribution Real-time driving status parameters are sent to the control module via the CAN bus.

[0026] The control module is the core of the entire system's decision-making. It is electrically connected to the drive module, which in turn is electrically connected to the front jet exciter, rear jet exciter, and virtual flap pressurization device in the execution module. Simultaneously, the control module is also electrically connected to the sensing module, receiving driving status parameters from it. The control module has pre-set parameters such as target differential pressure drag, base voltage peak value, PID control coefficient, frequency correction coefficient, and vehicle speed segment threshold. Based on the real-time acquired driving status parameters, the control module adaptively calculates the required output voltage peak value and operating frequency for each exciter and sends the calculation results to the drive module. After acquiring the output voltage peak value and operating frequency, the drive module generates corresponding drive signals to adjust the actual output voltage peak value and operating frequency of the front jet exciter, rear jet exciter, and virtual flap pressurization device in the execution module, ensuring that each exciter operates stably according to the desired parameters.

[0027] Specifically, the control module first receives the vehicle speed signal and pressure distribution signal from the sensing module, then interpolates the pressure distribution data to generate a continuous pressure distribution function. Next, the control module calculates the current differential pressure drag based on the integral of the pressure across the entire front and rear of the vehicle. ; In the formula, Indicates the current pressure differential resistance; Indicates the area of ​​the front of the vehicle; This represents the area differential of the front of the vehicle; Indicates the area of ​​the rear of the vehicle; This represents the differential area of ​​the rear of the vehicle.

[0028] Subsequently, the control module calculates the differential pressure resistance deviation, which is the difference between the target differential pressure resistance and the current differential pressure resistance. The control module also determines the base frequency based on the real-time vehicle speed. When the vehicle speed does not exceed 60km / h, the base frequency Take 50Hz to 80Hz; when the vehicle speed is between 60km / h and 100km / h, the fundamental frequency is... Use 80Hz to 150Hz; when the vehicle speed exceeds 100km / h, the fundamental frequency... Select from 150Hz to 300Hz.

[0029] Finally, the control module uses PID control and vehicle speed feedforward correction to calculate the peak output voltage and operating frequency. The calculation formula is as follows: ; ; In the formula, express The peak value of the exciter's output voltage at any given moment; This indicates the peak value of the exciter's base voltage; Indicates the proportionality coefficient; Indicates the integral coefficient; Represents the differential coefficient; express Constant pressure differential resistance deviation; express The integral term of the pressure difference resistance deviation at any given time; express The differential term of the pressure difference resistance deviation at any given time; express The operating frequency of the exciter at any given time; Indicates real-time vehicle speed The fundamental frequency of the exciter; This represents the correction factor for drag deviation with respect to frequency. This represents the correction factor for vehicle speed relative to frequency. express Real-time vehicle speed.

[0030] After the above calculations are completed, the control module sends the obtained output voltage peak and operating frequency to the drive module, which then performs specific exciter adjustments.

[0031] The control module also includes a condition judgment and strategy switching mechanism. It compares the real-time vehicle speed with preset first and second thresholds, where the first threshold is lower than the second threshold. Preferably, the first threshold is set to 150 km / h and the second threshold is set to 200 km / h.

[0032] When the real-time vehicle speed is below the first threshold, it is judged as a low-speed condition. At this time, there is no obvious flow separation at the rear of the vehicle. The rear jet exciter is turned off, and only the front jet exciter and the virtual flap pressurization device are turned on. The front jet eliminates the positive pressure area at the front of the vehicle and forms a negative pressure area to reduce drag. At the same time, the downforce is increased by the virtual flap. The rear jet exciter is turned off to avoid unnecessary energy waste.

[0033] When the real-time vehicle speed is between the first and second thresholds, it is determined to be a medium-to-high speed operating condition. At this time, flow separation begins to occur at the rear of the vehicle, and the separation zone is a positive pressure zone. At the same time, all three exciters are activated, and the jet velocity of the jet exciter at the rear of the vehicle is adjusted to 80m / s. The jet promotes flow separation at the rear of the vehicle, expands the positive pressure zone at the rear of the vehicle, and further reduces the pressure difference between the front and rear of the vehicle body. Meanwhile, the operation of the jet at the front of the vehicle and the virtual flaps is maintained, taking into account both drag reduction and downforce.

[0034] When the real-time vehicle speed exceeds the second threshold, it is judged to be an ultra-high speed condition. At this time, large-scale flow separation occurs at the rear of the vehicle. The high velocity of the incoming flow weakens the pressure reduction effect of the jet at the front of the vehicle. At the same time, all three exciters are activated, and the jet action range of the jet exciter at the rear of the vehicle is increased to adapt to the large-scale separation zone. Meanwhile, the parameters of the jet exciter at the front of the vehicle are adjusted to enhance the negative pressure effect, thereby achieving effective drag reduction at ultra-high speed.

[0035] In addition, the control module also performs stability-priority control. The current lift is calculated simultaneously with the current pressure differential drag, using the following expression: ; In the formula, Indicates the current lift; Indicates the area under the vehicle; Indicates the pressure distribution under the vehicle; Indicates the area of ​​the roof region; This represents the area differential of the region under the vehicle; This represents the differential area of ​​the roof region.

[0036] After adjusting the operating parameters of the corresponding actuators in the execution module, the control module reacquires the current differential pressure drag and current lift, and determines whether the current lift exceeds the preset safe lift threshold. If it does, the operating parameters of the virtual flap pressurization device are adjusted first to reduce the lift until the current lift drops below the safe lift threshold; if it does not exceed the threshold, the operating parameters of each actuator are adjusted again based on the new deviation between the target differential pressure drag and the newly acquired current differential pressure drag, so that the current differential pressure drag converges to the allowable range of the target differential pressure drag.

[0037] The adjustment of the three exciters follows the following priority order: first, adjust the operating parameters of the tail jet exciter to reduce differential pressure drag; after the differential pressure drag is reduced to the preset target range, adjust the operating parameters of the virtual flap pressurization device to optimize downforce; finally, adjust the operating parameters of the front jet exciter to maintain the negative pressure zone in the front area.

[0038] The power module provides electrical energy to the entire system. It includes a main power supply and a DC-DC power module. The main power supply uses an onboard battery and is electrically connected to the control module, drive module, and sensing module, providing them with operating power. The DC-DC power module is electrically connected to the execution module and converts the main power supply voltage into the operating voltage required by the actuators in the execution module.

[0039] In one embodiment, the effectiveness of the method proposed in this invention was verified by numerical simulation. The simulation used a high-performance sports car model to test the drag reduction effect and stability control capability of the system under different vehicle speed conditions.

[0040] Under low-speed conditions, with a vehicle speed of 150 km / h, the system activated the front jet exciter and virtual flap pressurization device, while deactivating the rear jet exciter. Simulation results show that the original high-pressure area at the front of the vehicle was completely eliminated, forming a large negative-pressure area, reducing the positive pressure at the front by approximately 40%. Simultaneously, the circulation of the rear wing increased, and the vehicle downforce increased by approximately 15%. The semi-modulus drag decreased from 230.6 N to 117.6 N, achieving a drag reduction rate of 49%, and the drag coefficient decreased from 0.074 to 0.038. Figure 5 The comparison of the front pressure distribution before and after control under this working condition is shown.

[0041] Under medium-to-high speed conditions, with a vehicle speed of 200 km / h, all three exciters were activated, and the peak jet velocity of the rear jet exciter was adjusted to 80 m / s. Simulation results show that the positive pressure zone at the rear of the vehicle is significantly improved, and the pressure difference between the front and rear of the vehicle body is reduced by approximately 18%. The drag coefficient decreases from 0.183 to 0.150, and the half-mode drag decreases from 571 N to 469 N, achieving a drag reduction rate of 18%, while the downforce still maintains an increase of approximately 12%. Figure 6 The comparison of the vehicle's surrounding streamlines before and after control under this operating condition is shown.

[0042] Under ultra-high speed conditions, the vehicle speed is 300 km / h. The system activates all three exciters, increases the jet range of the rear jet exciter, and enhances the jet intensity at the front. Simulation results show that the large-scale rear separation zone is effectively controlled, and the half-mode drag decreases from 870 N to 791 N, achieving a drag reduction rate of 10%, effectively reducing aerodynamic drag at ultra-high speeds.

[0043] For off-road vehicles, due to their more boxy rear design, the flow separation at the rear is more pronounced. Therefore, this solution focuses on controlling the flow at the rear. After applying control, the separation zone at the rear edge of the vehicle is significantly compressed, the dead zone area at the rear is reduced by 30%, and the flow energy is effectively improved. The negative pressure at the jet outlet is increased, and the positive pressure at the rear is significantly increased, ultimately reducing the drag coefficient from 0.19 to 0.15, achieving a drag reduction rate of 20%. This effectively reduces the wind resistance of off-road vehicles and can increase the vehicle's range by more than 10%, far exceeding the drag reduction effect of existing technologies. Figure 7 The diagram shows a comparison of the flow separation zone at the rear of the vehicle before and after control under this operating condition.

[0044] In the stability-priority control verification, simulating high-speed lane changes and crosswind conditions, the vehicle's lift was detected to exceed the preset safe lift threshold. The control module immediately prioritized adjusting the operating parameters of the virtual flap pressurization device, increasing the tail fin downforce to rapidly reduce the lift below the safe threshold while maintaining the original drag reduction effect. This verification result fully demonstrates that the present invention can achieve a balance between drag reduction and stability.

[0045] The experimental data above show that the adaptive active drag reduction system for automobiles based on synthetic dual jets provided by this invention can achieve significant drag reduction across the entire vehicle speed range while ensuring driving stability. Furthermore, the system has a compact structure, low energy consumption, and does not require an external air source, thus showing promising prospects for industrial applications.

[0046] Example 2 Based on the adaptive active drag reduction system for automobiles based on synthetic dual-jet flow in Example 1, this example discloses an adaptive active drag reduction control method for automobiles based on synthetic dual-jet flow, such as... Figure 8 As shown, the adaptive active drag reduction control method for automobiles based on synthetic dual-jet flow includes the following steps: Step 201: Obtain the vehicle's driving status parameters in real time.

[0047] Step 202: Based on the driving status parameters, adaptively adjust the operating parameters of the front jet exciter, the rear jet exciter, and the virtual flap pressurization device.

[0048] Step 203: The front jet exciter sprays jets onto the front wall of the vehicle according to the adjusted operating parameters to reduce the aerodynamic drag in the front area.

[0049] Step 204: The tail jet exciter sprays a synthetic double jet at the starting position of the tail flow separation according to the adjusted working parameters, so as to regulate the tail flow field and increase the tail pressure.

[0050] Step 205: The virtual flap pressurization device sprays jets onto the tail wing according to the adjusted operating parameters to induce the formation of virtual flaps to increase the vehicle's downforce.

[0051] It should be understood that, although this embodiment Figure 8 The steps are shown sequentially as indicated by the arrows, but they are not necessarily executed in the order indicated by the arrows. Unless otherwise specified in this document, there is no strict order in which these steps are performed; they can be executed in other orders. Figure 8 At least some of the steps in the process may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.

[0052] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0053] The embodiments described above are merely examples of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention.

Claims

1. A vehicle adaptive active drag reduction system based on synthetic dual-jet flow, characterized in that, The system includes: an execution module and a control module; The execution module includes at least one front jet exciter, at least one rear jet exciter, and a virtual flap pressurization device; The front jet exciter is located at the front of the vehicle and is used to spray jets onto the front wall to reduce aerodynamic drag in the front area. The rear jet exciter is located at the flow separation initiation position at the rear of the vehicle and is used to increase the rear pressure by synthesizing dual jets to regulate the flow field at the rear. The virtual flap pressurization device is located at the rear wing of the vehicle and is used to increase the downforce of the vehicle by inducing the formation of virtual flaps through jets. The control module acquires real-time driving status parameters of the vehicle and adaptively adjusts the operating parameters of the front jet exciter, the rear jet exciter, and the virtual flap pressurization device based on the driving status parameters. It also includes a perception module and a driver module; The sensing module collects driving status parameters in real time and sends the driving status parameters to the control module; The control module calculates the current differential pressure resistance based on the driving state parameters, wherein the current differential pressure resistance is the difference between the whole-area pressure integral at the front of the vehicle and the whole-area pressure integral at the rear of the vehicle. The differential pressure resistance deviation is obtained based on the difference between the target differential pressure resistance and the current differential pressure resistance; based on the differential pressure resistance deviation and the real-time vehicle speed, the peak output voltage and the operating frequency are calculated, and the peak output voltage and the operating frequency are sent to the drive module. The drive module generates a corresponding drive signal based on the obtained output voltage peak value and the operating frequency, and adjusts the output voltage peak value and operating frequency of the corresponding exciter in the execution module.

2. The adaptive active drag reduction system for automobiles based on synthetic dual-jet as described in claim 1, characterized in that, The vehicle rear jet exciter is configured as four units, which are respectively arranged at the flow separation initiation points of the upper edge, lower edge, left edge and right edge of the rear of the vehicle.

3. The adaptive active drag reduction system for automobiles based on synthetic dual-jet as described in claim 1, characterized in that, The expression for calculating the peak output voltage is: ； In the formula, express The peak value of the exciter's output voltage at any given moment; This indicates the peak value of the exciter's base voltage; Indicates the proportionality coefficient; Indicates the integral coefficient; Represents the differential coefficient; express Constant pressure differential resistance deviation; express The integral term of the pressure difference resistance deviation at any given time; express The differential term of the pressure difference resistance deviation at any given time.

4. The adaptive active drag reduction system for automobiles based on synthetic dual jets according to claim 3, characterized in that, The expression for calculating the operating frequency is: ； In the formula, express The operating frequency of the exciter at any given time; Indicates real-time vehicle speed The fundamental frequency of the exciter; This represents the correction factor for drag deviation with respect to frequency. This represents the correction factor for vehicle speed relative to frequency. express Real-time vehicle speed; express Constant pressure difference resistance deviation.

5. The adaptive active drag reduction system for automobiles based on synthetic dual-jet flow according to any one of claims 1 to 4, characterized in that, It also includes a power module, which comprises a main power supply and a DC-DC power module; The main power supply is electrically connected to the control module, the drive module, and the sensing module, and the DC-DC power supply module is electrically connected to the execution module.

6. The adaptive active drag reduction system for automobiles based on synthetic dual-jet flow according to any one of claims 1 to 4, characterized in that, The control module is configured with a condition judgment and strategy switching mechanism, including: The real-time vehicle speed is compared with a preset first threshold and a second threshold; wherein the first threshold is lower than the second threshold. When the real-time vehicle speed is lower than the first threshold, it is determined to be a low-speed condition. The rear jet exciter is turned off, and only the front jet exciter and the virtual flap pressurization device are turned on. When the real-time vehicle speed is between the first threshold and the second threshold, it is determined to be a medium-high speed condition, and all three exciters are activated at the same time. When the real-time vehicle speed is higher than the second threshold, it is judged as an ultra-high speed condition, and all three exciters are activated at the same time, and the jet action range of the rear jet exciter is increased.

7. The adaptive active drag reduction system for automobiles based on synthetic dual-jet as described in claim 6, characterized in that, The control module also includes: calculating the current lift force while calculating the current differential pressure drag; After adjusting the operating parameters of each actuator, the current differential pressure drag and current lift are reacquired. Determine whether the current lift exceeds a preset safe lift threshold: If the lift exceeds the threshold, the operating parameters of the virtual flap pressurization device will be adjusted first to reduce the lift until the current lift drops below the safe lift threshold. If the target differential pressure resistance is not exceeded, the operating parameters of each actuator will be adjusted again based on the new deviation between the target differential pressure resistance and the newly acquired current differential pressure resistance, so that the current differential pressure resistance converges to the allowable range of the target differential pressure resistance.

8. The adaptive active drag reduction system for automobiles based on synthetic dual-jet as described in claim 7, characterized in that, The front jet exciter, rear jet exciter, and virtual flap pressurization device are adjusted in the following priority order: The operating parameters of the tail jet exciter are adjusted first to reduce pressure differential resistance; After the pressure differential resistance is reduced to the preset target range, the operating parameters of the virtual flap pressurization device are adjusted to optimize the downforce. Finally, adjust the operating parameters of the front jet exciter to maintain the negative pressure zone in the front area.

9. A method for adaptive active drag reduction control of automobiles based on synthetic dual-jet flow, characterized in that, The method of using the adaptive active drag reduction system for automobiles based on synthetic dual-jet as described in any one of claims 1 to 8 includes: Real-time acquisition of vehicle driving status parameters; Based on the driving state parameters, the operating parameters of the front jet exciter, the rear jet exciter, and the virtual flap pressurization device are adaptively adjusted. The front jet exciter sprays jets onto the front wall of the vehicle according to the adjusted operating parameters to reduce aerodynamic drag in the front area. The tail jet exciter injects a combined double jet at the tail flow separation initiation position according to the adjusted working parameters, so as to regulate the tail flow field and increase the tail pressure. The virtual flap pressurization device sprays jets onto the tail section according to the adjusted operating parameters to induce the formation of virtual flaps to increase the vehicle's downforce.

Images