Passive autonomous aerodynamic device

Abstract

The described invention consists of a passive autonomous aerodynamic device (PAAD), intended to improve the energy efficiency of land vehicles by reducing their aerodynamic drag. The PAAD integrates a processing and control system equipped with on-board sensors measuring various parameters. These data are then analyzed in real time by an innovative artificial intelligence algorithm (AIA) that issues instructions to the execution system, comprising an adjustable spoiler. Said spoiler, which is powered from electrical energy generated by photovoltaic fabrics, adapts to various vehicle body shapes, enabling aerodynamics to be optimized continuously according to driving conditions. The PAAD thus offers an autonomous and flexible solution for reducing fuel consumption and CO2 emissions and improving the stability of motor vehicles, thereby contributing to the advancement of aerodynamic technologies in the autonomous vehicle sector.

Description

[0001] AUTONOMOUS PASSIVE AERODYNAMIC DEVICE

[0002] TECHNICAL DESCRIPTION Field of the invention

[0003] The present invention relates to the field of autonomous vehicles, focusing expressly on aspects related to aerodynamics, and implementing passive devices intended to improve the aerodynamic performance of said motor vehicles. The devices are specifically configured to alter in a controlled manner the airflow surrounding the vehicles, with a view to reducing aerodynamic drag. Their configuration aims to adjust the atmospheric pressure exerted on the vehicle, thus optimizing the air circulation and resulting in a substantial improvement in the overall efficiency of the vehicle's movement. State of the art

[0004] Passive aerodynamic devices are known in the literature as mechanisms used to increase the aerodynamic effect and contribute to the reduction of drag. Examples of the state of the art of the most important passive drag reduction devices are presented as follows:

[0005] ■ Patent No. US20230143822A1, entitled: "Integrating artificial intelligence into vehicles", published on 05 / 11 / 2023. This invention relates to systems that can be used for supporting or operating a vehicle based on artificial intelligence methods. The systems are capable of receiving a request for a service from the artificial intelligence processing component, and providing, in response to the request, a response from the service to the vehicle component.

[0006] ■ Patent No. FR3117194A1, entitled: “Deflector for railway vehicle”, published on 06 / 10 / 2022. This invention proposes a simple and effective deflection device for railway vehicle improving the aerodynamic drag coefficient of the railway vehicle while being simple and practical to install during the renovation of a railway vehicle.

[0007] ■ Patent No. EP3854664B1, entitled: “Motor vehicle comprising an aerodynamic device”, published on 04 / 05 / 2022. The aim of this invention is to propose a vehicle comprising rear aerodynamic deflectors that integrate perfectly with the vehicle while maintaining maximum loading dimensions and dimensions at the rear of the vehicle.

[0008] ■ Patent No. US2023069045 A1, entitled: “Drag reduction spoiler”, published on 01 / 09 / 2021. This invention presents a retractable spoiler composed of three parts, one being fixed to the vehicle, and the other two are configured so as to be in motion relative to the first. An actuator is put in place to engage the movements of the deflectors. ■ Patent No. FR3091254A1, entitled: “Movable spoiler for a motor vehicle comprising a locking actuator”, published on 03 / 07 / 2020. This invention relates to the automotive field, more particularly that of rear spoilers for motor vehicles comprising a movable aerodynamic element which deploys in rotation around an axis.

[0009] ■ Patent No. US010370043B2, entitled: “Aerodynamic drag reducing apparatus”, published on 08 / 16 / 2018. This invention relates to a retractable vehicle drag reducing system. This system can be mounted on vehicles having non-contoured rear surfaces such as highway trucks, truck trailers, travel trailers and pickup trucks.

[0010] ■ Patent No. US10035548B2, entitled: “Active spoiler for a motor vehicle”, published on 02 / 15 / 2018. This invention relates to an active spoiler system for a vehicle having a vehicle body disposed along a longitudinal body axis configured to face an oncoming ambient airflow.

[0011] ■ Patent No. EP3055193A1, entitled: “Aerodynamic device for a motor vehicle”, published on 08 / 17 / 2016. The aim of this invention is to propose a high-performance aerodynamic device particularly suited to motor vehicles whose bodywork has a shape that is narrowed towards the rear in the transverse direction.

[0012] ■ Patent No. FR3059975A1, entitled: “Self-adaptive deflector for modifying the aerodynamic characteristics of a motor vehicle”, published on 08 / 12 / 2016. This invention falls within the context of automotive aerodynamics, and aims to increase the vehicle’s downforce, i.e. to seek a gain in downforce, with a view to improving ground grip to obtain better performance and improve vehicle safety.

[0013] Additionally, several recent papers explore various drag reduction techniques, ranging from fixed rear spoilers to active devices, demonstrating the evolution of advances in automotive aerodynamics.

[0014] ■ In 2023, M. Maine et al., published an article entitled: “Aerodynamic drag reduction around vehicles using a curved deflector”. In this study, a numerical model was developed to determine the parameters of a deflector to optimize the aerodynamic drag of a non-profiled body.

[0015] ■ In 2021, M. Maine et al., published an article entitled: "Study of the effect of some deflector's geometry factors on the reduction of the aerodynamic drag of the car model". In this publication, the authors tested the impact of a set of deflector parameters (length, width, thickness, inclination, etc.), on the reduction of the aerodynamic drag of the vehicle.

[0016] ■ In 2021, M. Hariharan et al., published an article titled: “Drag reduction on passenger car”. It is a numerical study that focuses on reducing the aerodynamic drag of a passenger car. In this publication, the researchers worked on a fixed rear deflector placed at three different angles: 10, 15, and 20 degrees. ■ In 2020, ZM Saleh and AH Ali, published an article titled: “Numerical investigation of drag reduction techniques in a car model”. In this study, the authors used a fixed rear deflector in order to reduce the aerodynamic drag of the vehicle.

[0017] ■ In 2019, B. Cihan published an article entitled: "Numerical drag reduction of a ground vehicle by NACA2415 airfoil structured vortex generator and spoiler". This study aims to reduce the aerodynamic drag of a minibus type vehicle by using two types of deflectors placed at the front. First, a NACA 2415 spoiler structured as a vortex generator, then a second type of designed deflector.

[0018] ■ In 2019, SW Lee and HL Kim published an article entitled: "Numerical study of active aerodynamic control via flow discharge on a high-camber rear spoiler of a road vehicle" In this publication the authors carried out a numerical study on the reduction of drag by adding a passive control device. Their method concerns a fixed spoiler with a thickness of 14%, a curvature of 9% and a tilt angle of 10.26°.

[0019] In the mentioned previous research, different approaches have been explored to integrate passive drag reduction devices, such as fixed devices, extensions, and tilting devices, each with predefined positions. However, these methods have proven to be limited in their ability to maximize efficiency, mainly due to the failure to consider various factors, including the autonomy of the deflector mechanisms at each specific rolling interval. The present autonomous passive aerodynamic device has been designed to be self-adjusting in terms of length and angle, thus dynamically adapting to the vehicle's rolling conditions. This design offers significant benefits in terms of fuel consumption and CO2 emission reduction. Brief description of the drawings

[0020] The mode of operation of the present invention, its advantages and its objectives are more detailed in the following drawings:

[0021] Figure 1 Schematic diagram of the PAAD processing and control system.

[0022] Figure 2 AIA operating process.

[0023] Figure 3 Isometric view of the PAAD execution system.

[0024] Figure 4 Local section of the aileron tilt transmission mechanism.

[0025] Figure 5 Top view of the PAAD execution system.

[0026] Figure 6 Positioning of the PAAD device on the vehicle. Detailed description of the invention

[0027] Improving the energy performance of land vehicles requires a significant reduction in aerodynamic drag by acting on the wake flow. Generally speaking, the two main approaches to controlling this flow are active control (synthetic jet, pulsed jet, regular blowing micro-jets, etc.), which alters wake vortices by using additional energy, and passive control (vortex generator, tail fairing, diffuser, etc.), which involves installing devices at specific locations on the vehicle to disrupt the vortices.

[0028] Hybrid methods are also being considered, combining both approaches to further reduce vehicle aerodynamic drag and maximize energy saving potential. Passive methods demonstrate a privileged position over active methods. These techniques have notable advantages, including requiring no additional energy, requiring no user intervention, and being more economically advantageous compared to active methods.

[0029] The present invention relates to a passive autonomous aerodynamic device, designated PAAD (Passive Aerodynamic Autonomous Device), capable of autonomously ensuring its mobility and power supply, without requiring external intervention. This is made possible thanks to an innovative artificial intelligence algorithm, designated AIA (Artificial Intelligence Algorithm), and the use of a photovoltaic covering. The main objective of this device is to reduce the aerodynamic drag of land vehicles. The structure of the PAAD includes a processing and control system (FIG 1-1), as well as an execution system (FIG 1-2).

[0030] The processing and control system integrates a range of on-board sensors (FIG 1-11) on the vehicle, such as those measuring speed, pressure, temperature, fuel level, and others. These sensors provide real-time data that is then routed to a dedicated cloud (FIG 1-12) for storage and processing by the AIA. The latter analyzes the collected information and issues real-time instructions to the execution system (FIG 1-2). These instructions aim to adjust the vehicle's spoiler optimally, thus minimizing fuel consumption. Simultaneously, the AIA communicates feedback to the driver interface (FIG 1-13), presenting this data in the form of a dashboard, notifications, and alerts for an informed and efficient driving experience.

[0031] The processing and control system (FIG 1-1) involves a set of successive AIA steps to optimize PAAD utilization and minimize fuel consumption in real time. The different steps of this process are as follows (FIG 2):

[0032] ■ Step 1 - Collecting real data from various sensors, such as speed, pressure, temperature, fuel level sensor and others, to gather information about the vehicle status.

[0033] ■ Step 2 - Transmission of raw data to the cloud for storage and processing.

[0034] ■ Step 3 - Analysis of data collected and stored in the cloud by the AIA to extract relevant information.

[0035] ■ Step 4 - Decision-making by the AIA: o Step 4.1 - Based on the relevant information obtained, the AIA sends control instructions to the execution system to optimize the aileron adjustment. o Step 4.2 - In parallel, the AIA sends feedback to the driver interface in the form of a dashboard, notifications and alerts, to allow the driver to stay informed about the vehicle's energy performance.

[0036] ■ Step 5 - Because the processing and control process is looped, the AIA can adapt to dynamic changes in driving conditions to maintain maximum efficiency.

[0037] The execution system (FIG 1-2) consists of an aileron (FIG 3-1) having three nested rectangular guide plates (FIG 3-11,12,13), two double-rod electric actuators (FIG 3-2), housed inside the guide plates (FIG 3-11,12,13), in the ends of the aileron (FIG 3-1), an orientation subsystem (FIG 3-3), two brackets (FIG 3-4), and four mounting flanges (FIG 3-5). The orientation subsystem consists of a gear (FIG 4-31,32), a stepper motor (FIG 4-33), The primary plate (FIG 5-11) of the aileron (FIG 5-1) is attached to the two supports (FIG 5-4) by a hinge pin (FIG 5-6) on one side and by the pinion gear (FIG 4-31) on the other side. The secondary plate (FIG 5-12) is positioned inside the primary plate (FIG 5-11), while the tertiary plate (FIG 5-13) is arranged inside the secondary plate (FIG 5-12).The two double-rod electric cylinders (FIG 5-2) ensure the guidance and maintenance of the secondary and tertiary plates (FIG 5-12,13).

[0038] The three plates (FIG 5-11,12,13) ​​of the spoiler (FIG 6-11,21,31) remain of similar lengths, with a total length L that can vary from 5% to 20% compared to the length of the vehicle (FIG 6-1,2). While the width of the present device corresponds to that of the vehicle (FIG 6-12,22,32) on which it is mounted. The inclination angle cp of the spoiler (FIG 6-11,21,31) is less than or equal to 5° compared to the horizontal plane of the vehicle roof (FIG 6-12,22,32), aligned parallel to the ground plane (FIG 6-1, 2, 3). During the rolling phases (FIG 6-1,2), the dimensions of the aileron (FIG 6-11,21), namely its length and orientation, are subject to adjustments in accordance with the instructions generated by the processing and control system (FIG 1-1). In the stopped position (FIG 6-3), the aileron (FIG 6-31) returns to its initial configuration determined by the parameters (L[ n itial> ^Initial -

[0039] Significantly, the three plates (FIG 5-11,12,13) ​​of the spoiler (FIG 5-1) are covered by a photovoltaic coating to capture sunlight and produce electricity in a portable and flexible way. The photovoltaic coating is designed to be easily interchangeable in case of degradation. The energy produced ensures the power supply of the PAAD, while ensuring a contribution to energy efficiency and reducing dependence on conventional energy sources. The execution system (FIG 1-2) of the PAAD is specifically designed to attach directly to the original anchor points, located in the rear window of the vehicle (FIG 6-1, 2, 3), using four dedicated flanges (FIG 5-5). The latter, which are connected to the two supports (FIG 5-4) (two flanges per support), ensure a complete removable connection, immobilized in translation using split pins.Such a special design increases adaptability to the specific anchor points of different vehicle body shapes, making the replacement of the flanges easier.

[0040] The AIA's self-adjusting PAAD ensures optimal adaptation to driving conditions, promoting a smoother driving experience. This invention offers several notable benefits, including improved fuel efficiency, reduced CO2 emissions, increased stability at high speeds, and improved vehicle safety. These features position this solution at the forefront of technological advances in the field of autonomous vehicle aerodynamics, significantly contributing to the search for sustainable and efficient solutions in the automotive sector.

Claims

CLAIMS The embodiments of the invention, in respect of which an exclusive right of ownership or privilege is claimed, are as follows:

1. A passive autonomous aerodynamic device, designated PAAD, designed to optimize the reduction of aerodynamic drag of land vehicles is composed of a processing and control system and an execution system.

2. A processing and control system according to claim 1, characterized by a plurality of on-board sensors, a separate cloud, an innovative artificial intelligence algorithm, designated AIA, in tandem with a dedicated driver interface.

3. An execution system according to claim 1, provided with at least one fin composed of at least three nested rectangular guide plates, two double rod electric cylinders, a yaw gear, a stepper motor, two supports and four fixing flanges.

4. A processing and control system according to claim 2, characterized by an operating process comprising a set of steps, including collecting real data by the sensors, transmitting the raw data to the separate cloud, analyzing by the AIA, making instant decisions optimizing the aileron adjustment, and communicating feedback to the dedicated driver interface.

5. A processing and control system whose AIA operating process according to claim 4 incorporates an infinite loop adaptable to dynamic driving changes.

6. An execution system in which the double rod electric cylinders according to claim 3 are housed inside the guide plates in the ends of the fin.

7. An execution system in which the dimensions of the plates of the spoiler according to claim 6 remain uniform, with a total length L varying from 5% to 20% relative to that of the vehicle.

8. An execution system whose width of the spoiler according to claim 6 corresponds to that of the vehicle. While the angle of inclination cp of the spoiler is less than or equal to 5° relative to the horizontal plane of the roof, aligned parallel to the ground plane.

9. An execution system according to claim 6, characterized by the length and orientation of the fin ÇL Initia i, (Pi n m a i) en initial state, which adjust in real time according to the instructions of the processing and control system in the rolling state.

10. An execution system according to claim 3, characterized by a complete connection to the anchor points in the rear window of the vehicle, removable and adaptable to various shapes of vehicle bodies.

11. An execution system whose fin according to claim 6 is characterized by a photovoltaic covering fixed using a removable assembly on the guide plates.

12. An execution system whose photovoltaic covering of the fin according to claim 11, is characterized by easy interchangeability in the event of degradation.

13. An AD PA according to claim 1, characterized by its ability to autonomously manage its mobility and its power supply without external intervention, thanks to the integration of an innovative artificial intelligence algorithm, designated AIA, and the use of photovoltaic energy.

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