Patent Application
20190061840
Vehicles have been designed with aerodynamic systems, such as an adjustable spoiler which can change the downforce applied to the vehicle.
The present disclosure provides an aerodynamic control assembly that includes a support structure and a wing member supported by the support structure. The wing member is movable between a first position relative to the support structure and a second position relative to the support structure. The aerodynamic control assembly also includes an actuator coupled to the wing member. The actuator is configured to move the wing member between the first and second positions. The aerodynamic control assembly further includes an inertia measurement unit (IMU) secured to the wing member. The IMU is configured to compile data regarding the position of the wing member.
The aerodynamic control assembly optionally includes one or more of the following:
A) a pivot point coupled to the wing member to allow the wing member to move between the first and second positions;
B) the IMU is spaced from the pivot point;
C) the wing member includes a first end and a second end spaced from each other, with the pivot point disposed between the first and second ends;
D) the IMU is disposed closer to the second end than the first end;
E) a controller in communication with the IMU to receive the compiled data, and in communication with the actuator to control the position of the wing member in light of the compiled data from the IMU;
F) the IMU is further defined as a first IMU;
G) a second IMU secured to the wing member and spaced from the first IMU;
H) the first IMU and second IMU are spaced from the pivot point;
I) a controller in communication with the actuator, the first IMU and the second IMU such that data compiled from the first IMU and the second IMU are utilized to control the position of the wing member via the actuator;
J) the first IMU and the second IMU each include an accelerometer;
K) the controller is in communication with the accelerometer such that data compiled from the accelerometer is utilized to control the position of the wing member via the actuator;
L) the first IMU and the second IMU each include a gyroscope;
M) the controller is in communication with the gyroscope such that data compiled from the gyroscope is utilized to control the position of the wing member via the actuator;
N) the IMU includes an accelerometer; and
O) the IMU includes a gyroscope.
The present disclosure also provides a vehicle that includes a body structure and an aerodynamic control assembly coupled to the body structure. The aerodynamic control assembly includes a support structure fixed to the body structure. The aerodynamic control assembly also includes a wing member supported by the support structure. The wing member is movable between a first position relative to the support structure and a second position relative to the support structure. The aerodynamic control assembly also includes an actuator coupled to the wing member. The actuator is configured to move the wing member between the first and second positions. Additionally, the aerodynamic control assembly includes an inertia measurement unit (IMU) secured to the wing member. The IMU is configured to compile data regarding the position of the wing member.
The vehicle optionally includes one or more of the following:
A) a pivot point coupled to the wing member to allow the wing member to move between the first and second positions;
B) the IMU is spaced from the pivot point;
C) the wing member includes a first end and a second end spaced from each other, with the pivot point disposed between the first and second ends;
D) the IMU is disposed closer to the second end than the first end;
E) a controller in communication with the IMU to receive the compiled data, and in communication with the actuator to control the position of the wing member in light of the compiled data from the IMU;
F) the IMU includes an accelerometer configured to compile data regarding motion of the body structure;
G) a controller in communication with the IMU, the accelerometer and the actuator such that data compiled from the accelerometer and the IMU are utilized to control the position of the wing member via the actuator;
H) the IMU is configured to compile data regarding yaw and roll of the body structure; and
I) a controller in communication with the IMU and the actuator such that data compiled from the IMU regarding yaw and roll are utilized to control the position of the wing member via the actuator.
The detailed description and the drawings or FIGS. are supportive and descriptive of the disclosure, but the claim scope of the disclosure is defined solely by the claims. While some of the best modes and other embodiments for carrying out the claims have been described in detail, various alternative designs and embodiments exist for practicing the disclosure defined in the appended claims.
Those having ordinary skill in the art will recognize that all directional references (e.g., above, below, upward, up, downward, down, top, bottom, left, right, vertical, horizontal, etc.) are used descriptively for the FIGS. to aid the reader's understanding, and do not represent limitations (for example, to the position, orientation, or use, etc.) on the scope of the disclosure, as defined by the appended claims.
Referring to the FIGS., wherein like numerals indicate like or corresponding parts throughout the several views, a vehicle 10 and an aerodynamic control assembly 12 are generally shown in
The aerodynamic control assembly 12 can be utilized in a vehicle application or a non-vehicle application. Non-limiting examples of the vehicles 10 can include cars, sports car, race car, trucks, off-road vehicles 10, motorcycles, aircrafts, farm equipment or any other suitable movable platform. Additionally, the vehicle 10 can include autonomously driven vehicles or vehicles driven via a human. Non-limiting examples of the non-vehicles can include machines, farm equipment or any other suitable non-vehicle.
For the vehicle application as shown in
Referring to
Additionally, the bottom panel 18 can include an inner surface facing the interior compartment and an outer surface opposing the inner surface to face away from the interior compartment. Therefore, generally, the outer surface of the bottom panel 18 faces the ground 20 that the vehicle 10 travels over. In certain embodiments, the bottom panel 18 can include a belly pan.
Referring to
The fascia pieces or panels can include one or more of: a front panel which can include a front bumper fascia, a rear panel which can include a rear bumper fascia, and side panel(s) which can include front quarter panel fascia(s) and rear quarter panel fascia(s).
Generally, the front bumper fascia can be disposed along the front end 22 of the vehicle 10 and the rear bumper fascia can be disposed along the rear end 24 of the vehicle 10. Therefore, the front quarter panel fascia(s) can be disposed adjacent to the front bumper fascia and the rear quarter panel fascia(s) can be disposed adjacent to the rear bumper fascia.
Referring to
Continuing with
An airflow can pass across the wing member 34 as the vehicle 10 travels across the ground 20. Depending on the position of the wing member 34, the airflow can be changed, which can change the vehicle's aerodynamic characteristics. For example, the wing member 34 is movable to change a downforce 36 (see arrow 36 in
The wing member 34 can include one or more of a spoiler or a wing disposed at any location along a top of the vehicle 10, a dive wing disposed at any location along a corner of the vehicle 10, a gurney flap disposed at any location along the front end 22 of the vehicle 10 or disposed on a spoiler, a front splitter disposed at any location along the front end 22 of the vehicle 10 (example of the front splitter shown in
The wing member 34 can be any suitable configuration, and
As best shown in
As best shown in
Continuing with
Additionally, referring to
Generally, the IMU 50 can compile data regarding the vehicle 10 to optimize the downforce 36 of the vehicle 10, which can improve control of the vehicle 10. As such, the IMU 50 can compile data regarding yaw, roll and pitch of the vehicle 10 relative to the ground 20. For example, the IMU 50 is configured to compile data regarding the position of the wing member 34. Specifically, the IMU 50 can compile data regarding the position of the wing member 34 relative to the ground 20. Furthermore, the IMU 50 can compile data regarding the motion of the vehicle 10. For example, the IMU 50 can be configured to compile data regarding yaw and roll of the body structure 14. Additionally, the IMU 50 can compile data regarding the amount of downforce 36 applied to the wing member 34. Therefore, utilizing the IMU 50 with the wing member 34 can assist in determining the optimal position of the wing member 34 and/or more accurately controlling the downforce 36 of the vehicle 10.
In certain embodiments, the IMU 50 can include an accelerometer. The accelerometer can include a single-axis type of accelerometer or a multi-axis type of accelerometer. For example, the accelerometer can be configured to compile data regarding motion of the body structure 14, such as acceleration, velocity and/or the rate of change of velocity of the body structure 14.
In other embodiments, the IMU 50 can include a gyroscope. The gyroscope can detect multiple degrees of motion of the vehicle 10. Therefore, the gyroscope can detect yaw, roll and pitch of the vehicle 10. In yet other embodiments, the IMU 50 can include both the accelerometer and the gyroscope.
Referring to
Instructions can be stored in a memory 56 of the controller 54 and automatically executed via a processor 58 of the controller 54 to provide the respective control functionality. The controller 54 is configured to execute the instructions from the memory 56, via the processor 58. For example, the controller 54 can be a host machine or distributed system, e.g., a computer such as a digital computer or microcomputer, and, as the memory 56, tangible, non-transitory computer-readable memory such as read-only memory (ROM) or flash memory. The controller 54 can also have random access memory (RAM), electrically erasable programmable read-only memory (EEPROM), a high-speed clock, analog-to-digital (A/D) and/or digital-to-analog (D/A) circuitry, and any required input/output circuitry and associated devices, as well as any required signal conditioning and/or signal buffering circuitry. Therefore, the controller 54 can include all software, hardware, memory 56, algorithms, connections, sensors, etc., necessary to control and/or communication, for example, with the actuator 48 and the IMU(s) 50. As such, a control method operative to control the actuator 48, can be embodied as software or firmware associated with the controller 54. It is to be appreciated that the controller 54 can also include any device capable of analyzing data from various sensors, comparing data, making the necessary decisions required to control, monitor and/or communicate with the actuator 48 and/or the IMU(s) 50.
Optionally, more than one controller 54 can be utilized. For example, if one or more IMUs 50 are being utilized in separate wing members 34, then one controller 54 can be in communication with all of the IMUs 50, or more than one controller 54 can be in communication with various IMUs 50. If utilizing a plurality of controllers 54, each of the controllers 54 can optionally be in communication with each other. Each of the controllers 54 can include one or more of the features discussed herein for the single controller 54.
As mentioned above, the aerodynamic control assembly 12 can include more than one IMU 50. Each of the IMUs 50 can include one or more of the features discussed herein for the single IMU 50. In certain embodiments, the IMU 50 is further defined as a first IMU 50, and the aerodynamic control assembly 12 can include a second IMU 50 secured to the wing member 34 and spaced from the first IMU 50. In certain embodiments, the first IMU 50 and second IMU 50 are spaced from the pivot point 46. The first and second IMUs 50 can be in any of the locations discussed above. In this embodiment, the controller 54 can be in communication with the actuator 48, the first IMU 50 and the second IMU 50 such that data compiled from the first IMU 50 and the second IMU 50 are utilized to control the position of the wing member 34 via the actuator 48.
In certain embodiments, the first IMU 50 and the second IMU 50 can each include an accelerometer. Examples of the features of the accelerometer are discussed above, and will not be re-discussed. In this embodiment, the controller 54 can be in communication with the accelerometer of each of the IMUs 50 such that data compiled from the accelerometer of each of the IMUs 50 is utilized to control the position of the wing member 34 via the actuator 48. Furthermore, in certain embodiments, the first IMU 50 and the second IMU 50 each include a gyroscope. Examples of the features of the gyroscope are discussed above, and will not be re-discussed. In this embodiment, the controller 54 is in communication with the gyroscope of each of the IMUs 50 such that data compiled from the gyroscope of each of the IMUs 50 is utilized to control the position of the wing member 34 via the actuator 48.
The aerodynamic control assembly 12 discussed herein can eliminate the use of position sensors disposed along the wing member 34. Position sensors can detect pitch of the vehicle 10 but cannot detect yaw and roll of the vehicle 10. The aerodynamic control assembly 12 can be utilized with an active system. In other words, as the vehicle 10 is moving, the wing member 34 can be adjusted automatically due to data regarding the vehicle 10, e.g., the vehicle 10 accelerating, the vehicle 10 decelerating, the vehicle 10 stopping, the vehicle 10 turning, the vehicle 10 traveling straight, etc.; the wing member 34 and/or the ground 20.
While the best modes and other embodiments for carrying out the disclosure have been described in detail, those familiar with the art to which this disclosure relates will recognize various alternative designs and embodiments for practicing the disclosure within the scope of the appended claims. Furthermore, the embodiments shown in the drawings or the characteristics of various embodiments mentioned in the present description are not necessarily to be understood as embodiments independent of each other. Rather, it is possible that each of the characteristics described in one of the examples of an embodiment can be combined with one or a plurality of other desired characteristics from other embodiments, resulting in other embodiments not described in words or by reference to the drawings. Accordingly, such other embodiments fall within the framework of the scope of the appended claims.
