Control of an aerodynamic assembly of a vehicle with a passive deployment mechanism

Abstract

A system for controlling the operation of a vehicle includes a controller with a processor and tangible, non-volatile memory on which instructions are recorded. The vehicle includes an aerodynamic assembly with a wing. A passive deployment mechanism is designed to control the wing's position. The controller is designed to trigger an actuator in the passive deployment mechanism to move the wing from an extended position to a retracted position, partly based on sensor data. The controller is designed to determine the actual value of a given parameter and its expected value. The controller is designed to determine the offset factor between the actual and expected values ​​and whether this offset factor exceeds a first error threshold.The operation of the vehicle is controlled when the first fault threshold is exceeded, including the selective execution of a corrective action.

Description

[0001] The present disclosure relates generally to a system and method for controlling the operation of a vehicle with an aerodynamic assembly comprising a wing and a passive deployment mechanism. A passive deployment mechanism can adjust the aerodynamic profile of a vehicle by extending and retracting various control surfaces based on sensor data and control algorithms. The passive deployment mechanism operates automatically without direct driver input, enabling a vehicle to optimize its performance over a wide range of operating conditions. Due to various challenges, such as the number of structural components, diagnosing deterioration problems in a passive deployment mechanism within a vehicle is a complex and challenging undertaking.

[0002] US 2017 / 0 088 193 A1 describes a method for diagnosing an aerodynamic system.The method comprises the following steps: (a) determining a first expected downforce acting on an aerodynamic element of a vehicle via a control unit, at least partially based on the current position of the aerodynamic element relative to the vehicle body, wherein an electric motor is functionally coupled to the aerodynamic element; (b) determining a second expected downforce acting on the aerodynamic element of the vehicle via the control unit, at least partially based on an electric current used to move the electric motor to move the aerodynamic element from its current position to another position; (c) determining a deviation via the control unit based on the first expected downforce and the second expected downforce; and (d) controlling the aerodynamic element via the control unit, at least partially based on the deviation.

[0003] DE 10 2018 123 481 A1 describes downforce feedback systems for active aerodynamic devices and methods for manufacturing / using such systems, as well as vehicles equipped with a closed-loop downforce feedback system to control the operation of the vehicle's active aerodynamic device(s). A feedback control system for operating an active aerodynamic device of a motor vehicle includes one or more pressure sensors for detecting fluid pressures in one or more pneumatic or hydraulic actuators for moving the active aerodynamic device. A vehicle control unit receives fluid pressure signals from these sensors and calculates an actual downforce value from these signals. The control unit retrieves a calibrated downforce value from the associated vehicle downforce data stored in memory and determines whether the actual downforce value differs from the calibrated value.

[0004] It can be considered an object of the invention to provide a control system for an aerodynamic assembly of a vehicle with a passive deployment mechanism, which enables the diagnosis of degradation problems in the passive deployment mechanism in the vehicle.

[0005] This task is solved using the subject matter of the independent claims. Further developments arise from the dependent claims and the following description.

[0006] Disclosed herein is a system for controlling the operation of a vehicle with an aerodynamic assembly comprising a wing. One or more sensors are adapted to obtain sensor data relating to the aerodynamic assembly. A passive deployment mechanism is located within the aerodynamic assembly. The passive deployment mechanism includes a gas spring that pre-tensions the wing towards an extended position and an actuator. The system includes a controller with a processor and tangible, non-volatile memory on which instructions are recorded. The controller is adapted to trigger the actuator to move the wing from the extended position to a retracted position, partly based on the sensor data.

[0007] The control system is adapted to determine the actual value of a specific parameter based partly on sensor data and partly on an expected value of that parameter. The control system is designed to determine an offset factor between the actual and expected values ​​and whether this offset factor exceeds an initial error threshold. Vehicle operation is controlled when the initial error threshold is exceeded, including the selective execution of a corrective action.

[0008] The gas spring is in an extended position when the wing is in the retracted position. In some embodiments, the specified parameter is the amount of current consumed by the actuator to move the wing from the extended position to the retracted position. In other embodiments, the specified parameter is the time required for the wing to move from the extended position to the retracted position. The sensor data can include lateral acceleration, longitudinal acceleration, yaw rate, and vehicle speed.

[0009] The vehicle may include an enhanced performance mode and a regular driving mode, so the remedy may involve blocking the activation of the enhanced performance mode. The remedy may involve limiting the vehicle's maximum speed. The remedy may involve disabling the gas spring in the passive deployment mechanism. The control system may be designed to diagnose a first, second, or third deterioration level for the passive deployment mechanism when the first, second, or third fault threshold is exceeded, respectively. It is understood that the number of deterioration levels or thresholds may be varied based on the specific application.

[0010] Disclosed herein is a method for controlling the operation of a vehicle with an aerodynamic assembly comprising a wing and a controller with a processor and tangible, non-volatile memory on which instructions are recorded. The method includes receiving sensor data from one or more sensors operationally connected to the aerodynamic assembly. The method includes embedding a passive deployment mechanism in the aerodynamic assembly for controlling a specific position of the wing, wherein the passive deployment mechanism comprises a gas spring and an actuator, the gas spring biasing the wing towards a deployed position. The method further includes triggering the actuator to move the wing from the deployed position to a retracted position, partially based on the sensor data from the controller.The procedure involves determining the actual value of a specific parameter, partly based on sensor data and a predefined expected value of that parameter, via the control system. The procedure includes determining an offset factor between the actual value and the predefined expected value, and whether this offset factor exceeds a first error threshold via the control system. The procedure also includes controlling the vehicle's operation if the first error threshold is exceeded, including selectively executing a corrective action via the control system. Fig. Figure 1 is a schematic fragmentary partial sectional view of a system for operating an aerodynamic assembly in a vehicle with a passive deployment mechanism and a control system, wherein the aerodynamic assembly is in an unfolded or deployed position; Fig. Figure 2 is a schematic, fragmentary sectional view of the aerodynamic assembly made of Fig. 1, wherein the aerodynamic assembly is shown in a retracted or retracted position; and Fig. 3 is a flowchart for a process that is controlled by the Fig. 1 is executable.

[0011] Referring to the drawings, in which the same reference symbols refer to the same components, illustrates Fig. Figure 1 schematically depicts a system 10 for controlling the operation of an aerodynamic assembly 12 in a vehicle 14. The aerodynamic assembly 12 is generally located towards the rear of the vehicle 14. The vehicle 14 may, but is not limited to, be a passenger car, an off-road vehicle, a light truck, a heavy truck, a minivan, a bus, a transit vehicle, a bicycle, a moving robot, agricultural equipment (e.g., a tractor), sports equipment (e.g., a golf cart), a boat, an aircraft, a train, or any other moving platform. The vehicle 14 may be an electric vehicle. It is understood that the vehicle 14 may take many different forms and include additional components.

[0012] With reference to Fig. 1. System 10 includes a passive deployment mechanism 16 that automatically controls the positioning of an aerodynamic structure within the aerodynamic assembly 12, referred to here as the wing 18. The wing 18 is a structure designed to reduce drag and generate lift. The shape of the wing 18 forces air to travel different distances across its upper and lower surfaces. For example, air moving under the curved surface of the wing 18 travels faster to meet at the trailing edge. Faster-moving air creates a lower pressure below, while slower-moving air above creates a higher pressure. The pressure difference generates downforce, or negative lift, which pushes the vehicle 14 downward. This is advantageous, especially when the vehicle 14 is traveling at high speed. In the Fig. In the embodiment shown in Figure 1, the wing 18 has a curved upper surface that is relatively longer and a relatively flatter or less curved lower surface. It is understood, however, that the exact shape and configuration of the wing 18 can be varied based on the present application.

[0013] With reference to Fig. 1 The system 10 includes a controller C with at least one processor P and at least one memory M (or a non-volatile, tangible, computer-readable storage medium) on which instructions for a method 200 for controlling the operation of the aerodynamic assembly 12 may be recorded, which is described below with reference to Fig. 3 is described. The memory M can store instruction sets executable by the controller, and the processor P can execute the instruction sets stored in the memory M that are executable by the controller.

[0014] Diagnosing deterioration in the passive deployment mechanism 16 is a challenging undertaking requiring several complex steps, such as conducting structural inspections. As described below, the system 10 uses indirect measurements to evaluate the hardware components in the passive deployment mechanism 16, along with a remediation strategy. This approach provides the technical advantage of eliminating direct measurement of hardware components. The remediation strategy involves addressing multiple levels of vehicle performance deterioration based on the severity of the capability loss. Additionally, performance deterioration diagnostics, combined with validation data obtained by the system 10, can be used to accurately estimate the remaining service life of the hardware components in the passive deployment mechanism 16.

[0015] The resting or nominal state of the wing 18 is an unfolded position 20, which is in Fig. 1 is shown. With reference to the Fig. 1-2 The passive deployment mechanism 16 includes an actuator 24, a gas spring 26, and a drive element 28, which are connected via a variety of connectors, such as connectors 30, 32, 34, and 36. For clarity, some components in the Fig. 1-2 omitted. It is understood that the passive unfolding mechanism can take 16 different forms and have additional components.

[0016] The passive deployment mechanism 16 is designed to move the wing 18 between an unfolded position 20 (shown in Fig. 1) and a retracted position 120 (shown in Fig. 2) to rotate or move relative to a pivot point 22. The gas spring 26 and the actuator 24 work synergistically to control the movement of the wing 18 between the extended position 20 and the retracted position 120. The gas spring 26 stores potential energy during extension and releases this energy in a controlled manner during retraction. The gas spring 26 pre-tensions the wing 18 in the direction of the extended position 20, which is in Fig. Figure 1 shows that when the actuator 24 is energized, it works against both the gas spring 26 and the aerodynamic moment of the wing 18 to move the wing 18 into the retracted position 120, which is shown in Fig. 2 is shown. With reference to Fig. 2. The gas spring 26 is in the retracted position 120, extended, and the wing 18 is approximately horizontal, providing a low-drag configuration. With reference to Fig. 1 the gas spring 26 is retracted in the unfolded position 20.

[0017] With reference to Fig. 1. In the unfolded position 20, the wing 18 is typically angled or inclined. With reference to Fig. In the retracted position 120, the wing 18 is generally located closer to the horizontal axis A or essentially parallel to the vehicle body. Here, the wing 18 is positioned to minimize drag and reduce its profile.

[0018] System 10 provides an indirect measurement of the capability of the gas spring 26 using a methodology to achieve a continuous and accurate reading. The gas spring 26, sometimes referred to as a gas strut or gas damper, incorporates a coiled metal spring designed to contract in height and store energy. When the coils are released, the metal spring extends, releasing energy and forcing the aerodynamic assembly 12 into its "high downforce" position. It is understood that other motion control mechanisms available to experts in the field may be employed.

[0019] The controller C can receive sensor data from at least one sensor 40 (e.g., an inertial measurement unit) positioned on or around the aerodynamic assembly 12. It is understood that the position of the sensor 40 can be varied based on the application. The sensor data includes the position, velocity, and acceleration of the aerodynamic assembly 12. The controller C processes the sensor data and triggers the actuator 24 to deploy aerodynamic surfaces in the aerodynamic assembly 12 as required. In some embodiments, the actuator 24 employs an electromechanical system with at least one electric motor to drive the deployment / retraction of the wing 18. The actuator 24 can employ a hydraulic system that uses pressurized fluid for power supply.In other embodiments, the actuator 24 can employ a pneumatic system that uses compressed air to drive the unfolding / retracting.

[0020] As described below, the control unit C is designed to determine an expected value of a specific parameter, an actual value of the specific parameter, and an offset factor between the actual value and the expected value. In one embodiment, the specific parameter is the amount of current drawn by the actuator 24 to move the wing 18 from the extended position 20 to the retracted position 120. In another embodiment, the specific parameter is the time required for the wing 18 to move from the extended position 20 to the retracted position 120. The operation of the vehicle 14 is partially controlled based on the offset factor. Additionally, the control unit C is designed to detect foreign objects on the wing 18. For example, if an object, such as ice, were stuck on the wing 18, the predicted or expected amount of downforce would not be generated. With reference to Fig. 1. The various components of system 10 can communicate via a wireless network 50. The controller C communicates with a remotely located cloud computing service 52. The cloud computing service 52 can include one or more remote servers hosted on the internet to store, manage, and process data. The cloud computing service 52 can be managed, at least partially, by personnel at different locations.

[0021] The vehicle 14 can include a telematics module 54 to support two-way communication with the cloud computing service 52, which is located in Fig. Figure 1 shows the telematics module 54. It can collect telemetry data, such as location, speed, and maintenance requirements, by connecting to various internal subsystems of the vehicle 14. The telematics module 54 can enable vehicle-to-vehicle (V2V) communication and / or vehicle-to-everything (V2X) communication.

[0022] With reference to Fig. Figure 3 shows an exemplary flowchart of Procedure 200, which can be executed dynamically and need not be applied in the specific order shown herein. Procedure 200 can be executed in real time, continuously, systematically, sporadically, and / or at regular intervals, for example, every 10 milliseconds during the normal and ongoing operation of the vehicle 14. Procedure 200 can be embodied as computer-readable code or instructions issued to the controller C. Fig. 1. The steps are stored and partially executable by this file. Furthermore, it is understood that some steps can be eliminated.

[0023] Procedure 200 begins at blocks 202 and 204. According to block 202, the controller C is designed to perform a functional sweep or initialization of the passive deployment mechanism 16, including monitoring power consumption. Furthermore, according to block 202, the controller C is designed to receive sensor data such as vehicle speed, lateral acceleration, longitudinal acceleration, yaw rate, lift coefficient, ambient temperature, air density, etc. The controller C is designed to receive calibrated data, including the surface area of ​​the wing 18, the length of the gas spring arm, and the length of the wing arm.

[0024] According to Block 204, the control unit C is designed to determine whether one or more activation preconditions are met. For example, the precondition might be to confirm that the steering angle of vehicle 14 is below a predefined threshold, i.e., requiring a maximum steering angle or maximum lateral acceleration. If the precondition is not met, the data obtained from the measurements or sensor data are discarded.

[0025] Continuing from block 202 to block 206, the controller C is designed to calculate an actual value of a specific parameter. In another embodiment, the specific parameter is the time required for the wing 18 to move from the extended position 20 to the retracted position 120. The actual time can be obtained from sensor data. In another embodiment, the specific parameter is the amount of current drawn by the actuator 24 to move the wing 18 from the extended position 20 to the retracted position 120. The current drawn can be obtained from sensor data.

[0026] Continuing from block 204 to block 208, the control C is adapted to an expected value of the specified parameter. The expected value is based partly on data obtained from the manufacturer. The expected time (for the wing 18 to move between positions) is based on a number of factors, including the speed of the vehicle 14, the rated force of the gas spring 26, the angular momentum, the moment of inertia, the lift coefficient, the total torque, and the air density (which is a function of temperature). Based on the present application, the expected time can be determined in a number of ways. Several examples are described below. In one embodiment, the expected time is determined as [−v0+2(v02+2ax)1 / 2a] calculated, where a is the average acceleration, v0 is the initial velocity, and x is a distance. In another embodiment, the expected time can be calculated as [−θ˙+(θ˙2+2θ¨θ)1 / 2θ¨] calculated where θ̈ is the average angular acceleration, θ̇ is the average angular velocity, and θ is an angular position.

[0027] The expected time can be calculated based on tabulated values ​​(e.g., a lookup table) applied to new hardware as a function of the load (v). x , ρ, T, a x , a z ) compared to various measured times. Additionally, given a target time for reaching a target position, the controller C can be configured to determine a system error status if the measured time is greater than the target time. If the measured time is greater than the target time multiplied by a coefficient less than 1, the controller C can be configured to determine a deteriorated status.

[0028] In some embodiments, the expected time is calculated as the product of the angular momentum and the moment of inertia, divided by the total torque. The total torque is obtained by adding the gas spring torque (also called strut torque) and the wing torque. The wing torque is based on the lift coefficient (C), the air density (ρ), the vehicle speed (V), the surface area (A) of the wing 18, and the length of the wing (L). wing ), as follows: Wing−moment of inertia=[〚C*ρ*v22*A)+(Lwing)].

[0029] The surface area (A) of the wing 18 is based on an angle of attack, which is the angle between the airfoil chord (an imaginary line connecting the leading and trailing edges of the wing 18) and the relative wind (the direction of the oncoming air). The gas spring torque is based on the length of the gas spring [L]. spring ), and the nominal force [F spring) of the gas spring 26. The nominal force of the gas spring 26 can be obtained from the manufacturer's data and represents the force expected from a nominal gas spring 26 as follows: Gas spring - torque = [F spring * L spring ].

[0030] From blocks 206 and 208, procedure 200 proceeds to block 210 to perform a diagnostic analysis that includes calculating an offset factor between the actual value and the expected value. The offset factor [E offset ) is based on the difference between the actual and expected time as follows: Eoffset=[Actualtime−NominaltimeNominal time*100%].

[0031] Continuing from block 210 to block 212, procedure 200 involves determining whether a first error threshold is met, as follows: X first threshold = [E offset > E acceptableIf the offset factor is greater than a predetermined acceptable offset (Block 212 = YES), Procedure 200 proceeds to Block 214 to determine whether a second error threshold is met, as follows: X second threshold = [X first threshold * (E offset > E critical )]. The error thresholds (e.g., E acceptable , E critical ) can be preset by calibration, finite element analysis and other methods.

[0032] If not (Block 212 = NO), Procedure 200 returns to Block 208. If the second fault threshold is met (Block 214 = YES), Procedure 200 proceeds to Block 220 to detect or diagnose a third deterioration level. The third deterioration level is the most severe level in this example. While three deterioration levels are illustrated in this embodiment, it is understood that the number of deterioration levels or thresholds may be varied based on the specific application.

[0033] If the second threshold is not met (Block 214 = NO), procedure 200 proceeds to Block 216 to perform a statistical analysis. For example, controller C may employ an "X of Y" filter. An X of Y filter allows a signal to pass if at least X of Y consecutive samples meet a specific condition (such as being above a threshold). Here, X is the number of errors, and Y is the number of samples. This technique helps reduce noise by requiring multiple consistent measurements before a change is registered, thus providing robustness against random fluctuations.

[0034] From block 216, procedure 200 proceeds to block 218 to determine if a third error threshold (representing the X of Y filter) is met. In other words, if the number of errors exceeds the set number X of Y errors. If the third threshold (representing the X of Y filter) is met (block 218 = YES), procedure 200 proceeds to block 222 to determine if a fourth error threshold is met. If not (block 218 = NO), procedure 200 returns to block 208.

[0035] The fourth fault threshold can be based on a statistical analysis as follows: X_(fourth threshold) = [([(X] _(first threshold) + 1)) / (Y event) > X_(third threshold))]. Here, the controller increments the fault count each time a fault event occurs, relative to the number of samples. Each fault threshold level can be preset by calibration, finite element analysis, and other methods. If the fourth fault threshold is met (Block 222 = YES), Procedure 200 proceeds to Block 224 to detect or diagnose a first deterioration level. If not (Block 222 = NO), Procedure 200 proceeds to Block 226 to detect or diagnose a second deterioration level.

[0036] Continuing from blocks 220, 224, and 226 to block 230, the control unit C is designed to control the operation of the vehicle 14, including the selective execution of a corrective action based on the deterioration level. For example, the corrective action for the first deterioration level may involve limiting the speed of the vehicle 14, i.e., enforcing a maximum speed for the vehicle 14. In some embodiments, the vehicle 14 includes an enhanced performance mode (with improved speed and acceleration characteristics) and a regular mode. The corrective action for the second deterioration level may involve blocking the enhanced performance mode. The corrective action for the third deterioration level may involve disabling the gas spring 26 and displaying a warning (e.g.,(through an active aerodynamic lamp in this vehicle, which illuminates) for the driver to undertake a journey to the mechanic to replace the gas spring 26. The procedure 200 is then completed.

[0037] With reference to Fig. 1. The wireless network 50 can be a short-range network or a long-range network. The wireless network 50 can be a communication bus, which may be in the form of a serial Controller Area Network (CAN bus). The wireless network 50 can be a serial communication bus in the form of a local area network. The local area network can, but is not limited to, a Controller Area Network (CAN), a Controller Area Network with Flexible Data Rate (CAN-FD), Ethernet, Bluetooth, Wi-Fi, and other forms of data. The wireless network 50 can be a Wireless Local Area Network (LAN) that connects multiple devices using a wireless distribution method, a Wireless Metropolitan Area Network (MAN) that connects multiple wireless LANs, or a Wireless Wide Area Network (WAN) that covers large areas such as neighboring towns and cities.Other types of network technologies or communication protocols available to professionals in the field can be used.

[0038] In summary, the system determines the level or severity of deterioration and optimizes the performance envelope of the vehicle 14 by invoking the appropriate corrective action. System 10 uses available data from an actively driven mechanism and the environment to establish an acceptable passive deployment time and velocity system that performs fault maturation of the deteriorated passive deployment mechanism. System 10 minimizes hardware requirements and enables a wider vehicle performance envelope. System 10 enables the detection of foreign object contamination of the wing 18, such as ice / snow accumulation.

[0039] The control C from Fig.1 includes a computer-readable medium (also called a processor-readable medium), including a non-volatile (e.g., tangible) medium involved in providing data (e.g., instructions) that can be read by a computer (e.g., by a computer's processor). Such a medium can take many forms, including, but not limited to, non-volatile and volatile media. Non-volatile media can include, for example, optical disks or magnetic disks and other permanent storage devices. Volatile media can include, for example, dynamic random-access memory (DRAM), which can represent main memory. Such instructions can be transmitted by one or more transmission media, including coaxial cable, copper wire, and fiber optic cable, including the wires comprising a system bus coupled to a computer's processor.Some forms of computer-readable media include, for example, a floppy disk, a flexible disk, a hard disk, a magnetic tape, another magnetic medium, a CD-ROM, a DVD, another optical medium, a physical medium with hole patterns, a RAM, a PROM, an EPROM, a FLASH EEPROM, another memory chip or other memory cartridge or other medium that can be read by a computer.

[0040] The lookup tables, databases, data repositories, or other data stores described herein may include various types of mechanisms for storing, accessing, and retrieving different types of data, including a hierarchical database, a group of files in a rechargeable file energy storage system, an application database in a proprietary format, a relational database energy management system (RDBMS), and so on. Each such data store may be contained within a computing device that employs a computer operating system such as one of those mentioned above, and it may be accessed in one or more of a variety of ways over a network. A file system may be accessed by a computer operating system and may contain files stored in various formats.An RDBMS can use the structured query language (SQL) in addition to a language for creating, storing, editing and executing stored procedures, such as the PL / SQL language mentioned above.

[0041] The flowcharts illustrate the architecture, functionality, and operation of possible implementations of systems, procedures, and computer program products of various embodiments of the present disclosure. In this respect, each block in the flowcharts or block diagrams can represent a module, segment, or section of code comprising one or more executable instructions for implementing the specified logical function(s). It should also be noted that each block in the block diagrams and / or flowchart illustrations, and combinations of blocks in the block diagrams and / or flowchart illustrations, can be implemented by hardware-based, special-purpose storage systems that perform the specified functions or actions, or by combinations of special-purpose hardware and computer instructions.These computer program instructions may also be stored in a computer-readable medium that can instruct a controller or other programmable data processing device to operate in a particular manner, such that the instructions stored in the computer-readable medium produce a manufactured item, including instructions for implementing the function / action specified in the blocks of the flowcharts and / or block diagrams.

[0042] The numerical values ​​of parameters (e.g., quantities or conditions) in this specification, including the appended claims, are to be understood as being modified in each instance by the term "approximately," regardless of whether "approximately" actually precedes the numerical value. "Approximately" indicates that the stated numerical value permits a certain degree of inaccuracy (with a certain degree of accuracy in the value; approximately or reasonably close to the value; nearly). If the inaccuracy provided by "approximately" is not otherwise understood in the technical language with this ordinary meaning, "approximately," as used here, indicates at least variations that may arise from ordinary methods of measuring and using such parameters. Additionally, the disclosure of ranges includes the disclosure of each value and further subdivided ranges within the entire range.Each value within a range and the endpoints of a range are hereby disclosed as separate embodiments.

Claims

[1] System (10) for controlling the operation of a vehicle (14) with an aerodynamic assembly (12), the system (10) comprising: one or more sensors (40) adapted to obtain sensor data relating to the aerodynamic assembly (12), wherein the aerodynamic assembly (12) has a wing (18); a passive deployment mechanism (16) located in the aerodynamic assembly (12) comprising a gas spring (26) and an actuator (24), wherein the gas spring (26) biases the wing (18) towards an deployed position; a controller (C) adapted to trigger the actuator (24) to move the wing (18) from the unfolded position to the retracted position, partly based on sensor data, wherein the controller has a processor (P) and a tangible non-volatile memory (M) on which instructions are recorded; wherein the controller (C) is adapted: to determine an actual value of a specific parameter partly based on sensor data and an expected value of that parameter; to calculate an offset factor between the actual value and the expected value and to determine whether the offset factor exceeds a first error threshold; and to control the operation of the vehicle (14) when the first fault threshold is exceeded, including the selective application of a corrective action. [2] System (10) according to claim 1, wherein the gas spring (26) is in an extended position when the wing (18) is in the retracted position. [3] System (10) according to claim 1, wherein the specified parameter is an amount of current consumed by the actuator (24) to move the wing (18) from the unfolded position to the retracted position. [4] System (10) according to claim 3, wherein the specified parameter is a time required for the wing (18) to transition from the unfolded position to the retracted position. [5] System (10) according to claim 1, wherein the vehicle (14) includes an enhanced performance mode and a regular driving mode, such that the remedy includes blocking the activation of the enhanced performance mode. [6] System (10) according to claim 1, wherein the remedy includes limiting a maximum speed of the vehicle (14). [7] System (10) according to claim 1, wherein the remedy includes deactivating the gas spring (26) in the passive deployment mechanism (16). [8] System (10) according to claim 1, wherein the control (C) is designed to diagnose a first deterioration level, a second deterioration level or a third deterioration level for the passive deployment mechanism (16) when the first fault threshold, a second fault threshold or a third fault threshold is exceeded. [9] System (10) according to claim 1, wherein the sensor data include a lateral acceleration, a longitudinal acceleration, a yaw rate and a speed of the vehicle (14). [10] Method (200) for controlling the operation of a vehicle (14) with an aerodynamic assembly (12) with a wing (18) and a control unit (C) with a processor (P) and a tangible non-volatile memory (M) on which instructions are recorded, the method (200) comprising: Receiving sensor data via one or more sensors (40) that are operationally connected to the aerodynamic assembly (12); Embedding a passive deployment mechanism (16) in the aerodynamic assembly (12) for controlling a respective position of the wing (18), wherein the passive deployment mechanism (16) comprises a gas spring (26) and an actuator (24), wherein the gas spring (26) biases the wing (18) in the direction of a deployed position; Triggering the actuator to move the wing (18) from the unfolded position to a retracted position, partly based on the sensor data via the control unit (C); Determining an actual value of a specific parameter partly based on sensor data and a predefined expected value of the specific parameter via the controller (C); Determining an offset factor between the actual value and the predefined expected value, and whether the offset factor exceeds a first error threshold via the control system; and Controlling the operation of the vehicle (14) when the first fault threshold is exceeded, including selectively executing a corrective action via the control (C).

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