CN110329364B - Self-adjusting front guide device of truck and control method thereof - Google Patents
Self-adjusting front guide device of truck and control method thereof Download PDFInfo
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- CN110329364B CN110329364B CN201910687212.4A CN201910687212A CN110329364B CN 110329364 B CN110329364 B CN 110329364B CN 201910687212 A CN201910687212 A CN 201910687212A CN 110329364 B CN110329364 B CN 110329364B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D35/00—Vehicle bodies characterised by streamlining
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The invention discloses a self-adjusting front diversion device of a truck, which comprises: the air guide sleeve lining plate is fixedly arranged on the cab roof; the air guide sleeve is arranged on the outer side of the air guide sleeve lining plate in a surrounding mode; the two first sliding grooves are symmetrically arranged on two sides of the air guide sleeve respectively; the two first telescopic rods are fixedly arranged on the left side and the right side of the backboard of the cab along the vertical direction respectively; the movable end of the first telescopic rod is arranged in the first chute in a matching way; the two fixed guide rails are symmetrically and fixedly arranged on the left side and the right side of the front part of the carriage along the vertical direction respectively; the two telescopic guide plates are symmetrically arranged between the cab and the carriage respectively; the transition sealing cover is covered and supported on the two second telescopic rods and is connected among the guide cover, the two telescopic guide plates and the fixed guide rail; and the driving device is used for driving the movable end of the first telescopic rod to extend or retract, so that the included angle between the main guide plate of the guide cover and the cab roof is increased or decreased.
Description
Technical Field
The invention belongs to the technical field of truck front fairings, and particularly relates to a self-adjusting truck front fairings and a control method thereof.
Background
The aerodynamic drag of the drag experienced by a truck when traveling at high speeds is a significant proportion. The large gap and the vertical height difference exist between the truck cab and the container (carriage), and when the incoming flow passes through the gap, a large airflow separation area is generated around the tail end of the cab and collides with the incoming flow of the crosswind, so that the vortex of irregular movement is formed, and the resistance is increased; the latter can lead to the incoming flow to directly contact with the front of the container after passing through the cab, forming a positive pressure area, thereby increasing the resistance.
In the prior art, the diversion device is generally of a fixed structure, can only play a diversion role in part of the watershed or delay vortex separation, and is difficult to cope with the condition of starting resistance coefficient change under different vehicle speeds; the flow guiding effect is not ideal.
Disclosure of Invention
One of the purposes of the invention is to provide a self-adjusting front diversion device of a truck, which adopts an integrated assembly of a diversion cover and a side diversion plate, and can ensure the smooth flow of incoming flow; the air guide sleeve can rotate to change the opening degree so as to cope with the situation that the resistance coefficient is increased due to the change of the vehicle speed, and the air guide sleeve is kept in an optimal aerodynamic state.
The second purpose of the invention is to provide a control method of the self-adjusting front diversion device of the truck, which can adjust the opening of the diversion cover according to the real-time vehicle speed sensor and the vertical height difference between the cab roof and the carriage roof, and ensure that the opening of the diversion cover is in an optimal pneumatic state.
The technical scheme provided by the invention is as follows:
a self-adjusting truck front deflector comprising:
the air guide sleeve lining plate is fixedly arranged on the cab roof;
the air guide sleeve is arranged on the outer side of the air guide sleeve lining plate in a surrounding mode;
the guide cover comprises a main guide plate and two side guide plates, wherein the two side guide plates are respectively and fixedly connected to the left side and the right side of the main guide plate; an included angle is formed between the main guide plate and the cab roof; one end of each side guide plate is rotationally connected with one end of each guide cover lining plate;
the two first sliding grooves are symmetrically formed at the other ends of the two side guide plates respectively;
the two first telescopic rods are fixedly arranged on the left side and the right side of the backboard of the cab along the vertical direction respectively;
the movable end of the first telescopic rod is arranged in the first sliding groove in a matching mode and can move along the first sliding groove;
the two fixed guide rails are symmetrically and fixedly arranged on the left side and the right side of the front part of the carriage along the vertical direction respectively, and correspond to the positions of the two first telescopic rods respectively;
the two telescopic guide plates are symmetrically arranged between the cab and the carriage respectively;
one side of the telescopic guide plate is connected to the first telescopic rod, and the other side of the telescopic guide plate is connected to the fixed guide rail in a matched mode; the telescopic guide plates can be respectively lengthened or shortened along the vertical direction or along the horizontal direction;
one end of the two second telescopic rods is rotationally connected with the top end of the fixed guide rail, and the other end of the two second telescopic rods is rotationally connected with the top of the air guide sleeve;
the transition closed cover is covered and supported on the two second telescopic rods and is connected among the guide cover, the two telescopic guide plates and the fixed guide rail;
and the driving device is connected with the first telescopic rod and is used for driving the movable end of the first telescopic rod to extend or retract, so that the included angle between the main guide plate of the guide cover and the cab roof is increased or decreased.
Preferably, the guide liner plate comprises:
a bottom plate fixedly mounted on a top plate of the cab;
two side lining plates which are respectively and fixedly connected to the left side and the right side of the top plate;
one ends of the two side lining plates are connected with one ends of the two side guide plates through rotating shafts respectively.
Preferably, guide grooves are respectively formed on two sides of the two side guide plates, and guide columns are fixedly arranged on the two side lining plates;
wherein, the guide post matches and sets up in the guide way.
Preferably, the first telescopic link includes:
the guide rod is fixedly connected with the cab backboard;
the rod sleeve is sleeved on the guide rod in a matching way and can axially move along the guide rod;
wherein, the top of pole cover matches and sets up in first spout.
Preferably, the method further comprises:
the two ends of the supporting connecting rod are respectively and movably arranged in the first sliding groove;
wherein, the both ends of support connecting rod respectively with the top fixed connection of two the pole cover.
Preferably, the driving device includes:
the motor is fixedly arranged on the bottom plate of the flow guiding lining plate;
the gear is coaxially and fixedly connected with the output shaft of the motor; and
the rack is fixedly arranged on the rod sleeve along the vertical direction;
wherein, the gear is meshed with the rack for transmission.
Preferably, one end of the second telescopic rod is connected with a universal joint; the top of the air guide sleeve is connected with the universal joint through a rotating shaft.
Preferably, the telescopic deflector comprises:
one end of the first sliding groove is connected with the top of the rod sleeve through a universal joint;
the first rail is arranged in the first sliding groove in a matching way, and one end of the first rail is connected in the fixed guide rail through a universal joint;
the top of the first inner plate is fixedly connected with the first track;
the first outer plate is closely attached to the outer side of the first inner plate, and the top of the first outer plate is fixedly connected with the first sliding groove;
one end of the second sliding groove is connected with the guide rod through a universal joint;
the second rail is arranged in the second sliding groove in a matching way, and one end of the second rail is connected in the fixed guide rail through a universal joint;
one end of the third sliding groove is connected with the bottom end of the guide rod through a universal joint;
the third rail is arranged in the third sliding groove in a matching way, and one end of the third rail is connected to the bottom end of the fixed guide rail through a universal joint;
the top of the second inner plate is fixedly connected with the second track, and the bottom of the second inner plate is fixedly connected with the third track; and
a second outer plate disposed in close contact with an outer side of the second inner plate; the top of the second outer plate is fixedly connected with the second sliding groove, and the bottom of the second outer plate is fixedly connected with the third sliding groove.
A method of controlling a self-adjusting truck front deflector, using said self-adjusting truck front deflector, comprising the steps of:
taking the vehicle running speed v, the vertical height difference h between the cab roof and the carriage roof and the opening alpha of the guide cover as variables, and acquiring a plurality of groups of variable sample points to form a variable sample set;
the value ranges of the variable sample points are respectively as follows:
v∈[0,120]，h∈[0.6,1.5]，α∈[0,60]；
step two, obtaining aerodynamic drag coefficients corresponding to each group of variable sample points through a simulation test;
step three, establishing a dome adjustment prediction model according to the variable sample points and the corresponding aerodynamic drag coefficients;
and step four, in the running process of the vehicle, the running speed v of the vehicle and the vertical height difference h between the cab roof and the carriage roof are obtained, and the opening alpha of the dome is regulated according to the dome regulation prediction model, so that the aerodynamic resistance coefficient of the dome is minimum.
Preferably, in the third step, a plurality of groups of variable sample points are selected from the variable sample set as input vectors, and aerodynamic drag coefficients corresponding to the selected plurality of groups of sample points are used as output vectors, so that a three-layer BP neural network model is trained and formed, and the three-layer BP neural network model is used as a guide cover adjustment prediction model.
The beneficial effects of the invention are as follows:
according to the self-adjusting front diversion device for the truck, provided by the invention, the diversion cover and the side diversion plate are integrated, so that the smooth flow of an incoming flow can be ensured; and the air guide sleeve can rotate to change the opening degree so as to cope with the situation that the resistance coefficient is increased due to the change of the vehicle speed.
According to the control method of the self-adjusting front diversion device of the truck, provided by the invention, the opening of the diversion cover can be adjusted according to the real-time vehicle speed sensor and the vertical height difference between the cab roof and the carriage roof, so that the opening of the diversion cover is ensured to be in an optimal pneumatic state.
Drawings
FIG. 1 is a schematic view of the overall construction of a self-adjusting truck front deflector according to the present invention.
Fig. 2 is a schematic view of a baffle structure of a baffle according to the present invention.
Fig. 3 is a schematic view of a pod according to the present invention.
Fig. 4 is a schematic diagram illustrating connection between the second telescopic rod and the air guide sleeve according to the present invention.
Fig. 5 is a schematic view of a first gimbal according to the present invention.
Fig. 6 is a schematic diagram illustrating connection between the first telescopic rod and the pod according to the present invention.
Fig. 7 is an internal schematic view of the connection between the first telescopic rod and the pod according to the present invention.
Fig. 8 is a schematic view of a driving device according to the present invention.
Fig. 9 is a schematic view of the outside of the telescopic deflector according to the present invention.
Fig. 10 is a schematic view of the inner side of the telescopic deflector according to the present invention.
Fig. 11 is a schematic diagram illustrating connection between the second universal joint and the fixed rail according to the present invention.
Detailed Description
The present invention is described in further detail below with reference to the drawings to enable those skilled in the art to practice the invention by referring to the description.
As shown in fig. 1, the present invention provides a self-adjusting truck front deflector, comprising: a pod liner 110, a pod 120, a first telescoping rod 130, a fixed rail 140, a telescoping baffle 150, a second telescoping rod 160, a drive device, and a transitional enclosure.
As shown in fig. 2, the pod liner 110 includes: a bottom panel 111 and two side lining panels 112. The bottom plate 111 is fixedly mounted on the top plate 101 of the cab; two side lining plates 112 are fixedly connected vertically upward to the left and right sides of the bottom plate 111, respectively. Wherein the side liner 112 is triangular.
As shown in fig. 3, the pod 120 is disposed on the outer side of the pod liner 110 in a semi-enclosed manner; the air guide sleeve 120 comprises a main air guide plate 121 and two side air guide plates 122, wherein the two side air guide plates 122 are respectively and fixedly connected to the left side and the right side of the main air guide plate 121; the position of the main deflector 121 corresponds to the position of the bottom plate 111, and the two side deflectors 122 are respectively attached to the outer sides of the two side liners 112. An included angle is formed between the main deflector 121 and the cab roof 101; the front ends (the end close to the headstock) of the two side guide plates 122 are rotatably connected with the front ends of the two measuring lining plates 112 respectively through a rotating shaft 123. The ends of the two side guide plates 122 (the ends near the cabin) are respectively provided with first slide grooves 122a along the direction parallel to the main guide plate 121, and the two first slide grooves 122a are symmetrically provided.
The two first telescopic rods 130 are fixedly arranged on the left side and the right side of the back plate of the cab along the vertical direction respectively. Wherein, the movable end (upper end) of the first telescopic link 130 is disposed in the first sliding groove 122a in a matching manner, and is capable of sliding along the first sliding groove 122 a.
The two fixed rails 140 are respectively and symmetrically fixed on the left and right sides of the front of the cabin 102 in the vertical direction, and the positions of the two fixed rails 140 respectively correspond to the positions of the two first telescopic links 130. Wherein the upper end of the fixed rail 140 is flush with the roof of the cabin.
The two telescopic guide plates 150 are respectively and symmetrically arranged between the rear part of the cab and the front part of the carriage along the vertical direction; one side of the telescopic deflector 150 is connected to the first telescopic rod 130, and the other side is connected to the fixed rail 140 in a matching manner. The telescopic deflector 150 can be extended or shortened in a vertical direction or in a horizontal direction, respectively; to accommodate changes in the distance between the cab and the cabin when the vehicle turns.
As shown in fig. 4 to 5, one end of the two second telescopic links 160 is connected to the top (upper end) of the fixed rail 140 by a first universal joint, and the other end is rotatably connected to the top (end) of the pod 150.
In this embodiment, the top of the two side deflectors 122 of the pod 120 is provided with a rotating shaft 124, and one end of the second telescopic rod 160 is connected with a first universal joint and connected with the rotating shaft 124 through the first universal joint.
A transition enclosure (not shown) is supported on the two second telescopic rods 120 in a covering manner and is connected among the guide cover 120, the two telescopic guide plates 120 and the two fixed guide rails; the front diversion device of the whole truck is connected into an integral closed structure. The transition enclosure is made of elastic material, and is elastically deformed to adapt to the position change of the air guide sleeve 120 when the air guide sleeve rotates.
The driving device is connected to the first telescopic rod 130, and is used for driving the movable end of the first telescopic rod 130 to extend or retract, so as to push the pod 120 to rotate around the rotating shaft 123, and increase or decrease the included angle (i.e., the pod opening degree) between the main pod 121 and the cab roof 101.
As shown in fig. 6 to 8, in the present embodiment, the first telescopic link 130 includes: the guide rod 131 is fixedly connected with the cab backboard; and a rod sleeve 132 which is fit over the guide rod 131 and is axially movable along the guide rod 131. A support link 132a is installed on the inner side of the pod 120 (the lower side of the main guide plate 121) in the horizontal direction, and both ends of the support link 132a are respectively movably disposed in the first sliding groove 122 a; and both ends of the support link 132a are fixedly connected to the top ends of the two rod bushes 132, respectively. The driving device includes: a motor fixedly installed on the bottom plate 112 of the guide liner 110; a gear 171 fixedly connected coaxially with an output shaft of the motor; and a rack 172 fixedly installed at one side of the rod cover 132 in a vertical direction and engaged with the gear 171 for transmission. The motor is started to drive the gear 171 to rotate, so as to drive the rack 172 and the rod sleeve 132 fixedly connected with the rack 172 to move up and down, thereby pushing the pod 120 to rotate around the rotating shaft 123 and changing the opening of the pod 120.
In addition, during the rotation of the pod 120, the two side deflectors 122 and the side liner 112 are always partially overlapped, so as to prevent a gap from occurring between the side deflectors 122 and the side liner 112 in the vertical direction, and thus, air flow enters the inside of the pod.
As a further preferred aspect, two sides of the middle position of the two side guide plates 122 are respectively provided with an arc-shaped guide groove 122b, and the outer sides of the two side lining plates 112 are respectively fixedly provided with a guide post 112a; the guide posts 112a are disposed in the guide grooves 122b in a matching manner, and guide the rotation of the pod 120 to the left and right, so as to ensure the stable movement of the pod 120.
As shown in fig. 9-11, in this embodiment, the telescopic deflector 150 includes a first telescopic rail, a second telescopic rail, and a third telescopic rail that are horizontally disposed in order from top to bottom; and a first inner plate 154a, a first outer plate 154b, a second inner plate 155a, and a second outer plate 155b.
The first telescopic rail includes: the left end of the first chute 151a is connected with the top of the rod sleeve 132 through a non-standard first universal joint; and a first rail 151b matingly provided in the first chute 151a, the right end of the first rail 151b being connected in the fixed rail 140 by a second universal joint. The concrete connection mode is as follows: two ends of the first universal joint are respectively connected with the left end of the first sliding groove 151a and the right side of the top end of the loop bar 132 through threads, one end of the second universal joint is connected with the right end of the first track 151b through threads, the other end of the second universal joint is connected with the sliding block 201 through threads, and the sliding block 201 is arranged in the fixed guide rail 140 in a matching way and can slide up and down along the fixed guide rail 140; so that the first rail 151b can rotate with respect to the fixed rail 140 while moving up and down in the fixed rail 140.
The top of the first inner plate 154a is fixedly connected with the first rail 151b by a plurality of screws; the first outer plate 154b is closely attached to the outer side of the first inner plate 154a, and the top of the first outer plate 154b is fixedly connected with the first sliding groove 151 a; the first outer plate 154b and the first inner plate 154a are allowed to move up and down with the rod cover 132 in synchronization with the first telescopic rail.
The second telescopic rail includes: the left end of the second chute 152a is connected with the right side of the guide rod 131 through a non-standard first universal joint; and a second rail 152b matingly provided in the second chute 152a, the right end of the second rail 152b being connected in the fixed rail 140 by a first universal joint. The concrete connection mode is as follows: two ends of one (left) first universal joint are respectively connected with the left end of the second chute 152a and the right side of the guide rod 131 through threads, and two ends of the other (right) first universal joint are respectively connected with the right end of the second rail 152b and the left side of the fixed rail 140 through threads.
The third telescopic rail includes: the left end of the third sliding groove 153a is connected with the right side of the bottom of the guide rod 131 through a non-standard first universal joint; and a third rail 153b matingly provided in the third slide groove 153a, the right end of the third rail 153b being connected in the fixed rail 140 by a first universal joint. The concrete connection mode is as follows: two ends of one (left) first universal joint are respectively connected with the left end of the third sliding groove 153a and the right side of the bottom of the guide rod 131 through threads, and two ends of the other (right) first universal joint are respectively connected with the right end of the third rail 153b and the left side of the fixed guide rail 140 through threads. Wherein the underside of the third telescopic rail rests on a connecting truss between the truck cab and the cabin.
The top of the second inner plate 155a is fixedly connected with the second track 152b, and the bottom of the second inner plate 155a is fixedly connected with the third track 153 b; the second outer plate 155b is disposed against the outer side 155a of the second inner plate; the top of the second outer plate 155a is fixedly connected with the second chute 152a, and the bottom of the second outer plate 155a is fixedly connected with the third chute 153 a.
Wherein, the first inner plate 154a and the first outer plate 154b are partially overlapped in the horizontal direction, and the second inner plate 155a and the second outer plate 155b are partially overlapped in the horizontal direction, so that gaps are generated between the inner plate and the outer plate to enter the air flow when the telescopic deflector 150 is transversely stretched. Meanwhile, the first inner plate 154a and the second inner plate 155a are partially overlapped in the vertical direction, and the first outer plate 154b and the second outer plate 155b are partially overlapped in the vertical direction, preventing a gap from being generated in the vertical direction to enter the air flow when the telescopic deflector 150 is vertically stretched.
As a further preferred option, a fourth telescopic rail 156 is provided at a position corresponding to the second telescopic rail on the inner side of the telescopic deflector 150, and both ends of the fourth telescopic rail 156 are fixedly connected with the guide rod 131 and the fixed rail 140, respectively, so that the first inner plate 154a and the second inner plate 155a are positioned between the second telescopic rail and the fourth telescopic rail 156, to prevent the first inner plate 154a and the second inner plate 155a from being deflected inward to generate a gap to enter the air flow.
The invention also provides a control method of the self-adjusting front diversion device of the truck, which comprises the following steps:
sample acquisition: and (3) using the vehicle running speed v, the vertical height difference h between the cab roof and the carriage roof of the truck and the opening alpha of the guide cover as variable gradients, and arranging variable points according to an optimal Latin hypercube method, wherein the vehicle running speed gradient is [0,120] km/h, the vertical height difference is [0.6,1.5] m, the opening alpha of the guide cover is [0,60] degrees, and the whole sample space can be distributed according to the expected sample points. Finally, 160 groups of sample points are determined to carry out a numerical simulation test (CFD simulation test) to obtain corresponding aerodynamic resistance coefficients.
Constructing a prediction model: the samples obtained in the previous stage are distributed according to a trial-and-error method to be training samples and prediction samples. The training samples are basic data for obtaining a prediction model, and the prediction samples are used for verifying the accuracy of the prediction model. The invention adopts a three-layer BP neural network model, namely an input layer, an hidden layer and an output layer. The input layer takes the training sample as an input layer unit and acts on the hidden layer through a transfer function; the hidden layer then acts on the output layer through a transfer function. The transfer functions are respectively as follows:
wherein x is i For the I-th cell (i=1, 2 … … I) in the input layer, h j For the J-th unit (j=1, 2 … … J) in the hidden layer, y k Is the kth unit (k=1, 2 … … K) in the output layer; u (u) i,j Is x i And h j Weights, w j,k Is h j And y is k Weight of the two; b 1,j Is h j Threshold value of b 2,k B is 2,k Is set to a threshold value of (2).
Firstly, determining that the input is the vehicle running speed v, the vertical height difference h and the air guide sleeve opening alpha, outputting the aerodynamic drag coefficient, and only setting 1 hidden layer to ensure the universality of the model, so that the environment variable is cleared, the training data and the predicted data are extracted and normalized, and the two groups of data are classified and declared. Secondly, initializing a network structure, wherein the parameters of the network structure are set as follows: the number of neurons in the input layer is 3, the number of neurons in the hidden layer is 3, the number of neurons in the output layer is 1, the maximum training times is 800, the training precision is 0.0005, the learning rate is 0.005, and the momentum factor is 0.9. Which is then converted to a simulink module in the network training.
The prediction model can obtain the corresponding air guide sleeve opening alpha when the aerodynamic drag coefficient is minimum under the conditions of the vehicle running speed v and the vertical altitude difference gradient h; the vehicle running speed v and the vertical height difference h are obtained, and then the opening alpha of the air guide sleeve corresponding to the minimum aerodynamic drag coefficient can be obtained. And then, associating a vehicle speed sensor with a control system, and calibrating motor parameters according to the relation among the vehicle running speed v, the vertical height difference gradient h and the opening alpha of the guide plate so as to ensure that the motor drives the guide cover to the opening corresponding to the minimum aerodynamic drag coefficient under a certain vehicle speed, thereby completing motor control.
Although embodiments of the present invention have been disclosed above, it is not limited to the details and embodiments shown and described, it is well suited to various fields of use for which the invention would be readily apparent to those skilled in the art, and accordingly, the invention is not limited to the specific details and illustrations shown and described herein, without departing from the general concepts defined in the claims and their equivalents.
Claims (9)
1. A self-adjusting truck front deflector comprising:
the air guide sleeve lining plate is fixedly arranged on the cab roof;
the air guide sleeve is arranged on the outer side of the air guide sleeve lining plate in a surrounding mode;
the guide cover comprises a main guide plate and two side guide plates, wherein the two side guide plates are respectively and fixedly connected to the left side and the right side of the main guide plate; an included angle is formed between the main guide plate and the cab roof; one end of each side guide plate is respectively and rotatably connected with one end of the guide cover lining plate;
the two first sliding grooves are symmetrically formed at the other ends of the two side guide plates respectively;
the two first telescopic rods are fixedly arranged on the left side and the right side of the backboard of the cab along the vertical direction respectively;
the movable end of the first telescopic rod is arranged in the first sliding groove in a matching mode and can move along the first sliding groove;
the two fixed guide rails are symmetrically and fixedly arranged on the left side and the right side of the front part of the carriage along the vertical direction respectively, and correspond to the positions of the two first telescopic rods respectively;
the two telescopic guide plates are symmetrically arranged between the cab and the carriage respectively;
one side of the telescopic guide plate is connected to the first telescopic rod, and the other side of the telescopic guide plate is connected to the fixed guide rail in a matched mode; the telescopic guide plates can be respectively lengthened or shortened along the vertical direction or along the horizontal direction;
one end of the two second telescopic rods is rotationally connected with the top end of the fixed guide rail, and the other end of the two second telescopic rods is rotationally connected with the top of the air guide sleeve;
the transition closed cover is covered and supported on the two second telescopic rods and is connected among the guide cover, the two telescopic guide plates and the fixed guide rail;
the driving device is connected with the first telescopic rod and is used for driving the movable end of the first telescopic rod to extend or retract so as to increase or decrease the included angle between the main guide plate of the guide cover and the cab roof;
the control method of the self-adjusting front deflector of the truck comprises the following steps:
taking the vehicle running speed v, the vertical height difference h between the cab roof and the carriage roof and the opening alpha of the guide cover as variables, and acquiring a plurality of groups of variable sample points to form a variable sample set;
the value ranges of the variable sample points are respectively as follows:
v∈[0,120]，h∈[0.6,1.5]，α∈[0,60]；
step two, obtaining aerodynamic drag coefficients corresponding to each group of variable sample points;
step three, establishing a dome adjustment prediction model according to the variable sample points and the corresponding aerodynamic drag coefficients;
and step four, in the running process of the vehicle, the running speed v of the vehicle and the vertical height difference h between the cab roof and the carriage roof are obtained, and the opening alpha of the dome is regulated according to the dome regulation prediction model, so that the aerodynamic resistance coefficient of the dome is minimum.
2. The self-adjusting truck front deflector of claim 1, wherein the deflector liner comprises:
a bottom plate fixedly mounted on a top plate of the cab;
two side lining plates which are respectively and fixedly connected to the left side and the right side of the top plate;
one ends of the two side lining plates are connected with one ends of the two side guide plates through rotating shafts respectively.
3. The self-adjusting front truck deflector of claim 2, wherein guide grooves are formed on two sides of the two side deflectors, and guide posts are fixedly mounted on the two side liners;
wherein, the guide post matches and sets up in the guide way.
4. A self-adjusting truck front deflector as recited in claim 3, wherein the first telescoping rod comprises:
the guide rod is fixedly connected with the cab backboard;
the rod sleeve is sleeved on the guide rod in a matching way and can axially move along the guide rod;
wherein, the top of pole cover matches and sets up in first spout.
5. The self-adjusting truck front deflector of claim 4, further comprising:
the two ends of the supporting connecting rod are respectively and movably arranged in the first sliding groove;
wherein, the both ends of support connecting rod respectively with the top fixed connection of two the pole cover.
6. The self-adjusting truck front deflector of claim 4 or 5, wherein the drive means comprises:
the motor is fixedly arranged on the bottom plate of the flow guiding lining plate;
the gear is coaxially and fixedly connected with the output shaft of the motor; and
the rack is fixedly arranged on the rod sleeve along the vertical direction;
wherein, the gear is meshed with the rack for transmission.
7. The self-adjusting truck front deflector of claim 6, wherein one end of the second telescoping rod is connected to a universal joint; the top of the air guide sleeve is connected with the universal joint through a rotating shaft.
8. The self-adjusting truck front deflector of claim 7, wherein the telescoping deflector comprises:
one end of the first sliding groove is connected with the top of the rod sleeve through a universal joint;
the first rail is arranged in the first sliding groove in a matching way, and one end of the first rail is connected in the fixed guide rail through a universal joint;
the top of the first inner plate is fixedly connected with the first track;
the first outer plate is closely attached to the outer side of the first inner plate, and the top of the first outer plate is fixedly connected with the first sliding groove;
one end of the second sliding groove is connected with the guide rod through a universal joint;
the second rail is arranged in the second sliding groove in a matching way, and one end of the second rail is connected in the fixed guide rail through a universal joint;
one end of the third sliding groove is connected with the bottom end of the guide rod through a universal joint;
the third rail is arranged in the third sliding groove in a matching way, and one end of the third rail is connected to the bottom end of the fixed guide rail through a universal joint;
the top of the second inner plate is fixedly connected with the second track, and the bottom of the second inner plate is fixedly connected with the third track; and
a second outer plate disposed in close contact with an outer side of the second inner plate; the top of the second outer plate is fixedly connected with the second sliding groove, and the bottom of the second outer plate is fixedly connected with the third sliding groove.
9. The self-adjusting front truck deflector of claim 8, wherein in the third step, a plurality of groups of variable sample points are selected from the variable sample set as input vectors, and aerodynamic drag coefficients corresponding to the selected plurality of groups of sample points are used as output vectors, and a three-layer BP neural network model is trained and formed as a deflector adjustment prediction model.
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| CN110990958B (en) * | 2019-12-31 | 2022-02-08 | 吉林大学 | Pneumatic suite device of formula car and efficient optimization design method thereof |
| CN112124445B (en) * | 2020-10-09 | 2021-12-17 | 湖南行必达网联科技有限公司 | Tractor flow guide device control system and method |
| CN112776906A (en) * | 2020-12-29 | 2021-05-11 | 山东华宇工学院 | Intelligent adjusting device and method for heavy vehicle air guide sleeve |
| CN114506395A (en) * | 2022-02-09 | 2022-05-17 | 一汽解放汽车有限公司 | Air guide sleeve control method and device, computer equipment and storage medium |
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