WO2006052595A2 - Logique de commande de dispositifs de regulation de flux de fluides - Google Patents

Logique de commande de dispositifs de regulation de flux de fluides Download PDF

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Publication number
WO2006052595A2
WO2006052595A2 PCT/US2005/039634 US2005039634W WO2006052595A2 WO 2006052595 A2 WO2006052595 A2 WO 2006052595A2 US 2005039634 W US2005039634 W US 2005039634W WO 2006052595 A2 WO2006052595 A2 WO 2006052595A2
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WO
WIPO (PCT)
Prior art keywords
vehicle
fluid flow
control device
flow control
road surface
Prior art date
Application number
PCT/US2005/039634
Other languages
English (en)
Other versions
WO2006052595A3 (fr
Inventor
Alan L. Browne
Nancy L. Johnson
Original Assignee
General Motors Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US10/984,011 external-priority patent/US7178395B2/en
Application filed by General Motors Corporation filed Critical General Motors Corporation
Priority to DE112005002774T priority Critical patent/DE112005002774T5/de
Priority to AU2005305023A priority patent/AU2005305023B2/en
Publication of WO2006052595A2 publication Critical patent/WO2006052595A2/fr
Publication of WO2006052595A3 publication Critical patent/WO2006052595A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D35/00—Vehicle bodies characterised by streamlining
    • B62D35/005—Front spoilers
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/82—Elements for improving aerodynamics

Definitions

  • control logic refers to the logic in a controller that controls a device based on sensor input. The logic of the controller is applied to the sensor input to produce an output control signal for the controlled device. In this way, a fluid flow control device, such as an air dam is adjustable in response to varying conditions.
  • fluid flow refers to the motion of fluid around and through parts of a vehicle relative to either the exterior surface of the vehicle or surfaces of elements of the vehicle along which exterior fluid flow can be directed.
  • Fluid includes any type of liquid or gas, and the term fluid flow encompasses airflow.
  • Fluid flow over, under, around, and/or through a vehicle can affect many aspects of vehicle performance including vehicle drag, vehicle lift and down force, and cooling/heat exchange for a vehicle powertrain and air conditioning systems. Reductions in vehicle drag improve fuel economy.
  • airflow refers to the motion of air around and through parts of a vehicle relative to either the exterior surface of the vehicle or surfaces of elements of the vehicle along which exterior airflow can be directed such as surfaces in the engine compartment.
  • drag refers to the resistance caused by friction in a direction opposite that of the motion of the center of gravity for a moving body in a fluid.
  • lift refers to the component of the total force due to fluid flow relative to vehicle acting on the vehicle in a vertically upward direction.
  • downforce used herein refers to the component of total force due to fluid flow relative to the vehicle acting on a vehicle in a vertically downward direction.
  • Devices known in the art of vehicle manufacture to control fluid flow relative to a vehicle are generally of a predetermined, non-adjustable geometry, location, orientation and stiffness. Such devices generally do not adapt as driving conditions change, thus the fluid flow relative to the vehicle cannot be adjusted to better suit the changing driving conditions, such as deep snow, slush or rainfall. Additionally, current under-vehicle airflow control devices can reduce ground clearance. For example, vehicle designers are faced with the challenge of controlling the airflow while maintaining sufficient ground clearance over parking ramps, parking blocks, potholes, curbs and the like. There is a need for control logic for fluid flow control devices to provide situational tailoring of drag, lift, and cooling fluid flow for a wide range of driving scenarios and operating conditions to improve fuel economy, while providing sufficient ground clearance.
  • a system for controlling a fluid flow control device.
  • the system includes a fluid flow control device, a ground clearance sensor and a controller.
  • the fluid flow control device has a body with at least one surface and an actuation means in operative communication with the at least one surface.
  • the actuation means is operative to alter at least one attribute of the fluid flow control device in response to a control signal.
  • the ground clearance sensor detects a clearance between the surface of the vehicle and a road.
  • the clearance may be a current clearance between the surface of the vehicle and the road and/or a predicted imminent future clearance between the surface of the vehicle and the road.
  • the controller has control logic for generating the control signal in response to the ground clearance sensor.
  • a method for controlling fluid flow about a vehicle.
  • the method includes determining a ground clearance sensor output associated with a fluid flow control device positioned on a surface of the vehicle. One or more of a ground clearance sensor output and an irregular road surface indicator output is determined.
  • the ground clearance sensor output indicates a clearance between the surface of the vehicle and a road.
  • a signal to alter the fluid flow control device based on the fluid flow sensor output and one or more of the ground clearance sensor output and the irregular road surface indicator output is transmitted.
  • a computer program product for controlling a fluid flow control device.
  • the computer program product includes a storage medium readable by a processing circuit and storing instructions for execution by the processing circuit for performing a method.
  • the method includes determining a ground clearance sensor output associated with a fluid flow control device positioned on a surface of the vehicle. One or more of a ground clearance sensor output and an irregular road surface indicator output is determined.
  • the ground clearance sensor output indicates a clearance between the surface of the vehicle and a road.
  • a signal to alter the fluid flow control device based on the fluid flow sensor output and one or more of the ground clearance sensor output and the irregular road surface indicator output is transmitted.
  • FIG. 1 is a perspective view of a fluid flow control device in accordance with exemplary embodiments of the present invention
  • FIG. 2 is a flowchart of an exemplary aerodynamic drag function in accordance with exemplary embodiments of the present invention
  • FIG. 3 is a flowchart of an exemplary vehicle velocity function in accordance with exemplary embodiments of the present invention.
  • FIGS. 4A and 4B are a flowchart of exemplary engine compartment cooling and aerodynamic drag functions in accordance with exemplary embodiments of the present invention.
  • FIG. 5 is a flowchart of an exemplary obstacle detection function in accordance with exemplary embodiments of the present invention.
  • FIG. 6 is a flowchart of an exemplary competition mode function in accordance with exemplary embodiments of the present invention.
  • FIG. 7 is a flowchart of an exemplary state machine in accordance with exemplary embodiments of the present invention.
  • the present disclosure describes control logic for controlling a fluid flow control device for a vehicle.
  • the fluid flow control device is capable of reversibly changing at least one of shape, dimension, orientation, location and/or stiffness, the change being effected through the activation of an actuation means, allowing the fluid flow control device to adapt to varying driving conditions.
  • the actuation means may include, but is not limited to, one or more of an active material, a mechanical actuator, an electronic actuator, a hydraulic actuator, and combinations thereof.
  • the actuation means may be attached internally and/or externally to the fluid flow control device.
  • the term "vehicles” includes any structure subject to fluid flow including, but not intended to be limited to, automobiles, over the highway tractors, boats, motorcycles, and the like.
  • a fluid flow control device for a vehicle comprises a body portion 12 having at least one surface 13, 14, 15 and an actuation means 16 in operative communication with at least one surface 13, 14, 15 and/or the body portion 12, the actuation means 16 controlling at least one attribute on the fluid flow control device 10 that is operative to change in response to an activation signal to the actuation means 16.
  • the changes in at least one attribute affects various features of the fluid flow control device 10 such as, but not limited to, shape, dimension, location, orientation, stiffness, combinations thereof, and/or the like, resulting in a change in the fluid flow across the fluid flow control device 10.
  • the fluid flow control device 10 is adjustable and fluid flow across the fluid flow control device 10 changes with the change in at least one attribute of the fluid flow control device 10 under varying driving conditions.
  • Exemplary embodiments of the present invention include a vehicle that is an automobile, a fluid flow control device 10 that is an air dam (i.e., an air flow control device) and an actuation means 16 that is an active material.
  • Airflow control devices may be of any of a variety of configurations, including but not limited to, air dams; fender flares; side, skirt cribs; cabs; rear and tailgate spoilers; louvers for controlling airflow through radiator, other heat exchangers, the engine compartment, over the drive train and transmission; and air and wind deflectors for roof tops, sunroofs, vent windows; and like configurations.
  • An exemplary air dam comprises a projection of the body shell underneath the front of the chassis of a vehicle and functions to reduce the amount of air turbulence and drag underneath the vehicle, as well as channels cooling air to the radiator.
  • many airflow control devices improve vehicle stability and increase gas mileage. For example, at low speeds the air dam can be actively positioned so that additional ground clearance is provided, such as may be desired to clear speed bumps, provide curb clearance for parking, and the like. At higher speeds, the air dam can be actively positioned to divert the incoming airflow into the cooling system, or divert air about the vehicle to improve aerodynamics, improve vehicle stability, increase gas mileage, and the like.
  • the airflow control device may be a portion of a vehicle louver system and/or an independent component of the vehicle.
  • an activation device 18 is in functional communication with the fluid flow control device 10 and/or the actuation means 16, and is operable to selectively provide an activation signal to the fluid flow control device 10 and change a feature of the fluid flow control device 10 by changing at least one attribute of the fluid flow control device 10.
  • the active material can retract or extend the airflow control device depending on the speed of the vehicle.
  • the activation device 18, on demand, provides the activation signal or stimulus to the active material of the airflow control device to cause the change in one or more feature of at least a portion of the airflow control device.
  • the change in feature generally remains for the duration of the applied activation signal.
  • the fluid flow control device 10 Upon discontinuation of the activation signal, the fluid flow control device 10 generally reverts to an unpowered form and returns substantially to the original at least one attribute, thus reverting the fluid flow control device 10 to the original feature and/or features.
  • the change in one or more attribute and/or feature of at least a portion of the fluid flow control device 10 may remain upon discontinuing the activation signal.
  • the fluid flow control device 10 includes a means to maintain the change in the fluid flow control device 10 such as a latch, lock, stop and/or the like. Upon release of the means, the fluid flow control device 10 reverts to the original at least one feature.
  • the illustrated fluid flow control device 10 is exemplary only and is not intended to be limited to any particular shape, size, dimension or configuration, material, or the like.
  • the fluid flow control device 10 includes at least one sensor 26 in operative communication with the fluid flow control device 10 and/or the actuation means 16, where the sensor is adapted to transmit signals indicative of at least one vehicle condition.
  • This embodiment may further comprise a controller 24 that is operatively connected to the sensor 26 and the activation device 18, wherein the controller 24 includes control logic to cause the activation device 18 to provide an activation signal to the actuation means 16 when the sensor 26 signals indicate a predetermined vehicle condition.
  • the present disclosure is not intended to be limited to any particular activation signal. The particular activation signal will depend on the sensitivity of the actuation means 16. As such, the activation signal may provide a thermal activation signal, magnetic activation signal, electrical activation signal, chemical activation signal, and/or other like activation signal or combination of activation signals.
  • the fluid flow control devices of the present disclosure are able to adjust features such as shape, dimension, stiffness, location, combinations thereof, and the like by changing the at least one attribute of the fluid flow control device 10 to match the needs of different driving conditions. Changes in at least one attribute of the fluid flow control device 10 include shape, dimension, stiffness, combinations thereof and the like. Utilizing active materials as the actuation means 16 to affect changes to the fluid flow control device 10 may provide devices of increased simplicity and robustness, while reducing the number of failure modes, device volume and energy requirements for activation due to higher energy densities. .
  • a method of controlling vehicle fluid flow comprises positioning a fluid flow control device 10 so as to provide fluid flow in contact during movement of the vehicle, the fluid flow control device 10 comprising a body and an actuation means 16 in operative communication with the body, wherein the actuation means 16 is operative to change at least one attribute of the fluid flow control device 10 in response to an activation signal.
  • an activation signal is selectively introduced to the actuation means 16.
  • the method includes discontinuing the activation signal to reverse the change of at least one attribute of the fluid flow control device 10.
  • the method includes maintaining the change in at least one attribute of the fluid flow control device 10 upon discontinuation of the activation signal.
  • FIGS. 2-7 illustrate specific exemplary methods for controlling various aspects of vehicle fluid flow, such as controlling aerodynamic drag and lift forces detecting obstacles.
  • the fluid flow control device 10 is an airflow device.
  • control logic is used to produce signals to control the airflow control device.
  • FIG. 2 shows exemplary control logic for controlling aerodynamic drag and lift forces. Many factors may be used by the control logic to determine whether to change an airflow control device, including a selection of a competition mode, a selection of a manual override, a vehicle gear check, a sensor detection of an obstacle, an off-road operation, a snow check, and an ignition check.
  • the airflow control device is an air dam that is deployed or stored, lifted or lowered to control drag and lift.
  • a sensor check e.g., radar, ultrasonics, vision based
  • an obstacle e.g., a parking block, parking garage ramp, road debris
  • Alternate exemplary embodiments of the present invention include additional inputs to the controller for setting the priority one lift flag at 226 to initiate the stowing of the air dam during operation when reduced ground clearance is indicated.
  • a ground clearance sensor 26 may be utilized to indicate a clearance between the surface of the vehicle and the road.
  • ground clearance sensor input may include an indication of reduced tire inflation pressure; increased vehicle load; failed shocks and/or springs (as detected for example, by body mounted accelerometers which would indicate minimal damping of vertical oscillations or for example, by the vehicle vertical travel bottoming out against stops); and reduced ride height (some causes being use of smaller radius tires, failed springs, under-inflated tires, etc) as detected for example, by downward pointing ultrasonic, infrared and radar systems.
  • the ground clearance sensor 26 indicates a clearance between the surface of the vehicle and a road. The clearance may be indicated in relative terms such as high, medium, low or in estimated measurements such as twelve inches, eighteen inches, etc.
  • the controller may initiate an action (e.g., lift or lower the air dam) based on absolute ground clearance and/or based on a trend towards either more or less ground clearance.
  • a vehicle speed check at 230 sets priority six lift or lower flags as appropriate in predetermined speed ranges at 232 (See FIG. 3).
  • An off-road operation check at 234 sets a priority three lift flag at 236 based on a manual selection of off- road and/or a four-wheel drive check at 238.
  • Off-road operation may include a manual selection by the driver, selection of full time four-wheel driver, or a sensor that is ride or obstacle based to detect severe path unevenness.
  • further indications that the vehicle has encountered a rough road (washboard, pot holes, curb, etc.) or has headed off-road at low to high speeds may be utilized by the control logic to initiate the rapid stowing of the air dam.
  • irregular road surfaces Off -road and rough road conditions are referred to collectively herein as irregular road surfaces and an irregular road indicator (another type of sensor 26) may be input to the controller for determining the positioning of the air dam.
  • An irregular road surface indicator may be utilized to indicate the presence or absence of an irregular road surface and/or to indicate a degree of irregularity in the road surface (e.g., low, medium high).
  • Input to an irregular road surface indicator may include output from accelerometers mounted variously on different portions of the vehicle that might sense sudden accelerations in either sprung or un-sprung elements of the vehicle mass (e.g., wheels; elements of the suspension system such as tied rods, shocks, and control arms; and the vehicle frame) in any spatial direction to suggest rough road and off-road operation and the need to stow the air dam.
  • input to the irregular road surface indicator may include sensing that the vehicle has been shifted into four-wheel drive which may indicate that the vehicle is being driven off- road.
  • an irregular road surface indicator e.g., an indicator of an off -road condition
  • information as to the location of the vehicle derived variously from GPS, telematics and digital map databases (for example between vehicle sharing of information on rough road conditions). This information may be coupled with input from sensors measuring vehicle inputs such as speed, steering wheel angle, etc. to identify either a present or imminent future high probability of rough road or off-road travel (i.e., travel on an irregular road surface).
  • input to the irregular road surface indicator may include data on vehicle location and/or data on road surface condition at that and/or at near distance locations.
  • Input to the irregular road surface indicator may also include data on vehicle location plus the predicted path, of the vehicle, with vehicle inputs to the predicted path including, but not limited to, vehicle heading, steer angle and velocity.
  • Further indications that the air dam should be stored, and therefore inputs to the irregular road indicator include information from visioning systems, radar systems, and ultrasonic and infrared sensor based systems indicating either present or imminent operation off -road or on rough roads (i.e., operation on irregular road surfaces).
  • the controller may initiate an action (e.g., lift or lower the air dam) based on a value of the current irregular road indicator and/or based on a trend towards a higher or lower estimate of road irregularity as indicated by the irregular road indicator.
  • the exemplary control logic shown in FIG. 2 continues in a loop from checking and processing sensor output at 208 to the proper operation check at 254. Each time through the loop, a check is made of each factor and then an action is taken to deploy or stow the air dam based on the highest priority flag.
  • Alternate embodiments of the control logic have different input factors, have different priority schemes, send control signals other than lift and lower to the airflow control device, consider other factors, consider more or less factors, and consider factors in a different order.
  • FIGS. 3, 5, and 6 are specific examples of the embedded logic for three of the control factors of FIG. 2, specifically vehicle speed check at 230 (in which hysteresis is built in to avoid rapid frequent cycling of the air dam), obstacle detection at 224, and competition mode selected check at 210 (in which the air dam is lifted at high speed on straight-a-ways, but lowered to reduce lift when maneuvering/braking/cornering) .
  • FTG. 3 shows more detail of the vehicle speed check at 230 in FIG. 2 that sets priority six lift or lower flags as appropriate in predetermined speed ranges at 232.
  • V vehicle speed
  • a second, lower predetermined threshold e.g. 120 km/h.
  • a fourth predetermined threshold e.g. 20 km/h
  • the second variable is one at 318. If the second variable is one, then the priority six lower flag is set at 310 as input to the vehicle speed check at 230 in FIG. 2.
  • FIGS. 4A and 4B show exemplary control logic for an air dam that has primary functions of both cooling and drag control. Many factors may be used by the control logic to change the air flow controlling device, such as engine compartment temperature, engine coolant temperature, rate of rise of engine coolant temperature, cooling fan operation (e.g., high side refrigerant pressure), cooling fan speed, A/C operation (e.g., down during 'A/C on' idles and low speed driving to minimize fan discharge recirculation, including parked vehicles), simultaneous A/C and fan operation, and A/C high side refrigerant pressure check (i.e., the head pressure is an indication of condenser effectiveness, combining airflow and ambient temperature).
  • the airflow control device is an air dam that is lifted or lowered based on a particular set of factors.
  • An obstacle sensor at 424 sets a priority one lift flag at 426 based on an obstacle check at 428.
  • a vehicle speed check at 430 sets priority six lift or lower flags as appropriate in programmed speed ranges at 432.
  • An off-road operation check at 434 sets a priority three lift flag at 436 based on a check for manual selection of off-road and/or four-wheel drive at 438.
  • a snow check at 440 sets a priority three lift flag at 442 based on a snow check and/or temperature and moisture check and/or temperature and air dam drag check at 443.
  • An engine compartment temperature check at 444 sets a priority two lower flag at 446 when there is a high temperature and a low speed or speed of zero at 448.
  • the air dam is lifted or lowered based on the highest priority flag at 494 and there is a proper operation check at 495 that activates a warning light upon failure at 496, after checking the lift/lower status against flag settings at 497 and, if the lift/lower status disagrees with the flag settings, attempting actuation a predetermined number of times at 498.
  • the exemplary control logic shown in FIGS. 4 A and 4B continues in a loop from checking and processing sensor output at 408 to the proper operation check at 495. Each time through the loop, a check is made of each factor and then an action is taken to lift or lower the air dam based on the highest priority flag. Alternate embodiments of the control logic have different input factors, have different priority schemes, send control signals other than lift and lower to the airflow control device, consider other factors, consider more or less factors, and consider factors in a different order.
  • FIG. 5 shows exemplary control logic for obstacle detection, which is shown in FIGS. 2 and 4 A (obstacle sensor at 224 and at 424).
  • FIG. 6 shows exemplary control logic for the competition mode selected check at 210 and at 410 shown in FIGS. 2 and 4A.
  • the control logic in FIG. 6 receives input from and sends output to the competition mode selected check at 210 and at 410, the input being whether the competition mode is selected and the output being a priority zero lift or lower flag that is set or turned off.
  • First, it is determined whether the competition mode is selected at 600. If the competition mode is selected, then it is determined whether the vehicle speed is greater than a first predetermined speed (e.g., V>200 km/h) at 602. If the vehicle speed is greater than the first predetermined speed, then a flag is set (A I) at 604 and it is determined whether braking is occurring at 606.
  • a first predetermined speed e.g., V>200 km/h
  • the priority zero lift flag is set at 610. If the competition mode is not selected at 600, then the priority zero flag is turned off at 612. If the steering wheel is not straight at 608 or braking is occurring at 606, then the priority zero lower flag is set at 614. If the vehicle speed is not greater than the first predetermined speed at 602, then it is determined whether the flag was set at 616, indicating that previously the speed was greater than the first predetermined speed. If the flag was set at 616, then it is determined whether the vehicle speed is less than a second predetermined speed (e.g., V ⁇ 180 km/h?) at 618.
  • a second predetermined speed e.g., V ⁇ 180 km/h
  • FIG. 7 depicts an exemplary state machine corresponding to some exemplary loop logic in Table 1 that might be used in a software implementation of various embodiments.
  • This typical loop logic uses a priority table, such as the one shown in Table 2.
  • the state machine of FIG. 7 shows a start state 700 transitioning to a lifted state 702.
  • the lifted state 702 can transition to itself, to an end state 704, or a lowering state 706.
  • the lowering state can transition to itself, to a timeout state 708 or to a lowered state 710.
  • the timeout state 708 can transition to an error state 712, the lowering state 706, or a lifting state 714.
  • the lowered state 710 can transition to itself or the lifting state 714.
  • the lifting state 714 can transition to itself, the timeout state 708, or the lifted state 702.
  • Various embodiments of the loop logic allow for potentially different implementations of a fluid flow control device, such as an air dam, in production environments.
  • the logic for drag control, cooling control, or a combination of both could be enabled via calibration parameters for the air dam device.
  • either lifting or lowering of the air dam may be activated simply by a mechanical "Return to Home" latching mechanism.
  • the device might be designed to go directly from lowering to lifting or from lifting to lowering without completing the current operation. To perform this, the state chart diagram depicted in FIG. 7 would include direct state change operations drawn between the lifting and lowering states.
  • a priority table such as the one shown in Table 2, is implemented in software and contains information about individual logic checks, priorities, and other related fields.
  • the columns labeled "Lift” and “Lower” are used to store the request true/false values at any given time during vehicle operation. Note that in the priority column, zero is the highest priority.
  • the highest priority check# flag would be check# 9 containing a lift flag at priority three. This would indicate that an off road or four wheel drive condition is commanding the device to be lifted. In the loop logic shown in Table 1 above, this condition triggers lifting of the air dam.
  • the highest priority check# in this example table would be a check# 5 which contains a lower flag at priority two. This would indicate that engine compartment cooling is commanding that the device be lowered. The logic above would cause the air dam to be lowered in this situation.
  • the lift and lower flags may be implemented as variables accessed through priority level bit masks, where each bit in the mask corresponds to a priority level.
  • the disclosed invention controls vehicle fluid flow using control logic for the fluid flow control device 10.
  • the disclosed invention has many advantages, including adjusting the fluid flow control device 10 to adapt to changing driving conditions, providing sufficient ground clearance to avoid obstacles, adapting to inclement weather, such as snow, and improving fuel economy.
  • the fluid flow control device 10 may be implemented with any liquid flow or gas flow control device.
  • the actuation means 16 is not limited to an active material but may include other actuation means (e.g., a solenoid, a motor, a pump and a piston) for changing an attribute on the fluid flow control device 10.
  • the embodiments of the invention may be embodied in the form of hardware, software, firmware, or any processes and/or apparatuses for practicing the embodiments.
  • Embodiments of the invention may also be embodied in the form of computer program code containing instructions embodied in tangible media, such as floppy diskettes, CD-ROMs, hard drives, or any other computer-readable storage medium, wherein, when the computer program code is loaded into and executed by a computer, the computer becomes an apparatus for practicing the invention.
  • the present invention can also be embodied in the form of computer program code, for example, whether stored in a storage medium, loaded into and/or executed by a computer, or transmitted over some transmission medium, such as over electrical wiring or cabling, through fiber optics, or via electromagnetic radiation, wherein, when the computer program code is loaded into and executed by a computer, the computer becomes an apparatus for practicing the invention.
  • computer program code segments configure the microprocessor to create specific logic circuits.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention porte sur un système de commande d'un dispositif de régulation de flux de fluides, monté sur l'une des surfaces d'un véhicule. Ledit système comporte: un dispositif de régulation des flux, un détecteur de garde au sol et un contrôleur. Le corps du dispositif de régulation des flux comporte au moins une surface ainsi qu'un moyen de commande interagissant avec ladite surface et permettant de modifier l'un des éléments du dispositif de régulation en réponse à un signal de commande. Le détecteur de garde au sol mesure la distance séparant le fond du véhicule de la route. Le contrôleur comporte une logique produisant des signaux de commande en réponse aux signaux de mesure de la garde au sol. La garde au sol peut être soit la garde au sol instantanée soit une garde au sol imminente prévue.
PCT/US2005/039634 2004-11-05 2005-11-02 Logique de commande de dispositifs de regulation de flux de fluides WO2006052595A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112005002774T DE112005002774T5 (de) 2004-11-05 2005-11-02 Steuerlogik für Fluidströmungs-Steuervorrichtungen
AU2005305023A AU2005305023B2 (en) 2004-11-05 2005-11-02 Control logic for fluid flow control devices

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Application Number Priority Date Filing Date Title
US10/984,011 US7178395B2 (en) 2004-11-05 2004-11-05 Control logic for fluid flow control devices
US10/984,011 2004-11-05
US11/118,000 2005-04-29
US11/118,000 US7334468B2 (en) 2004-11-05 2005-04-29 Control logic for fluid flow control devices

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WO2006052595A3 WO2006052595A3 (fr) 2006-12-28

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WO2007007342A3 (fr) * 2005-07-14 2007-05-31 Doron Neuburger Systeme de reduction de la trainee

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DE102012015642A1 (de) * 2012-08-07 2014-02-13 Audi Ag Verfahren und Vorrichtung zum Einstellen einer Kühlerjalousie

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US6261174B1 (en) * 1998-12-08 2001-07-17 Thomas C. Kuehn Air flow control apparatus and method
US20020004368A1 (en) * 2000-05-18 2002-01-10 Walter Denk Flap for an air-guide duct

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US6261174B1 (en) * 1998-12-08 2001-07-17 Thomas C. Kuehn Air flow control apparatus and method
US20020004368A1 (en) * 2000-05-18 2002-01-10 Walter Denk Flap for an air-guide duct

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007007342A3 (fr) * 2005-07-14 2007-05-31 Doron Neuburger Systeme de reduction de la trainee
US7765044B2 (en) 2005-07-14 2010-07-27 Doron Neuburger Drag reducing system

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AU2005305023B2 (en) 2009-01-08
AU2005305023A1 (en) 2006-05-18
WO2006052595A3 (fr) 2006-12-28
DE112005002774T5 (de) 2007-09-06

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