Patent ID: 12233831

DETAILED DESCRIPTION

Turning to the figures, in whichFIGS.1,2,7,8, and11-13respectively illustrate an example vehicle10having an example vehicle brake cooling system61. In accordance with one or more embodiments, the vehicle10comprises a mobility-as-a-service (MaaS) vehicle, a car, a truck, a van, a sport utility vehicle, a bus, etc. Embodiments, however, are not limited thereto, and thus, this disclosure contemplates the vehicle10comprising any suitable vehicle that falls within the spirit and scope of the principles of this disclosure. For example, the vehicle10may comprise a marine vehicle, an air vehicle, a space vehicle, or any other form of transport vehicle.

The vehicle10comprises a vehicle body11(e.g., chassis, frame, subframe, etc.), vehicle wheels including front vehicle wheels12a,12band corresponding wheel brakes14a,14band rear vehicle wheels13a,13band corresponding wheel brakes15a,15b. A vehicle bumper16is mounted on the vehicle body11, and a vehicle spoiler17is connected to the vehicle bumper16.

Vehicle Spoiler Air Vents

In the illustrated embodiments ofFIGS.7through10, a vehicle brake cooling system61is provided to enhance the aerodynamic performance of the vehicle10while also provide active cooling to the wheel brakes (i.e., the front wheel brakes14a,14band the rear wheel brakes15a,15bduring operation of the vehicle10. The vehicle spoiler17comprises one or more spoiler air vents18a,18bthat are pivotally connected to a vehicle spoiler housing for pivoting movement about a pivot axis.

In accordance with one or more embodiments, the one or more vehicle spoiler air vents18a,18bcomprise structural members such as, for example, doors or panels. The vehicle spoiler air vent18a,18bare selectively moveable between a closed or first position/orientation to enhance the aerodynamic performance of the vehicle10and one or more open or second position/orientations to provide active cooling to the front wheel brakes14a,14band the rear wheel brakes15a,15bduring operation of the vehicle10. The spoiler air vents18a,18bare selectively moveable to an orientation at an angle that is greater than or equal to 0 degrees and less than or equal to 90 degrees. Meaning, in response to a detected current brake temperature or an estimated (calculated) current brake temperature, the specific orientation of the spoiler air vents18a,18bis dynamically variable to correspond to the amount of ambient airflow necessary to actively cool the front wheel brakes14a,14band the rear wheel brakes15a,15bto a target brake temperature value that is less than a predetermined threshold brake temperature. The predetermined threshold brake temperature may correspond to the type of material composition of the brake pad. In accordance with one or more embodiments, the detected current brake temperature may comprise an estimated, measured, or calculated brake temperature of each vehicle wheel brake14a,14b,15a,15busing one or more input values such as, for example, the current ambient temperature, vehicle hardware specs (e.g., corner brake effectiveness), driver inputs (e.g., duration of braking, deceleration, etc.), and current vehicle speed.

As illustrated inFIG.10, the vehicle brake cooling system61comprises one or more air channel members62a,62bmounted on the vehicle spoiler17or under the vehicle underbody19to define an air circuit63a,63bhaving air inlets64a,64bexposed during movement of the spoiler air vents18a,18bto the open or second position/orientation in order to receive ambient airflow. A portion of the ambient airflow is then directed to first air outlets65a,65bwhich in turn directs the ambient airflow to the front wheel brakes14a,14b. Another portion of the ambient airflow is directed to second air outlets66a,66bwhich in turn directs the ambient airflow to the rear wheel brakes15a,15b. Meaning, in operation of the vehicle10, in the first position/orientation of the spoiler air vents18a,18b, the air inlets64a,64bare closed in a manner that substantially restricts entry of ambient air into the one or more air channel members62a,62b. The selective movement of the corresponding spoiler shutter members18a,18bto the second position/orientation, however, exposes the air inlets64a,64bin a manner that facilitates ambient airflow into the one or more air channel members62a,62bwhere the ambient air is directed to the front wheel brakes14a,14band the rear wheel brakes15a,15bfor the purpose of thermally managing the brakes during operation of the vehicle10.

Vehicle Underbody Air Vents

In the illustrated embodiment ofFIG.11, alternatively or additionally, to enhance underbody aerodynamics during operation of the vehicle10, a vehicle full underfloor, undertray or underbody19is provided and comprises one or more underbody air vents118a,118bthat are pivotally connected to the vehicle underbody19for pivoting movement about a pivot axis. In accordance with one or more embodiments, the vehicle underbody19has an aerodynamic design that enhances the aerodynamic performance of the vehicle10during operation.

In accordance with one or more embodiments, the one or more vehicle underbody air vents118a,118bcomprise structural members such as, for example, doors or panels. The vehicle underbody air vents118a,118bare selectively moveable between a closed or first position/orientation to enhance the aerodynamic performance of the vehicle10and one or more open or second positions in a downward direction towards the driving surface to provide active cooling to the rear wheel brakes15a,15bduring operation of the vehicle10. The vehicle underbody air vents118a,118bare selectively moveable to an orientation at an angle that is greater than or equal to 0 degrees and less than or equal to 90 degrees. Meaning, in response to a detected current brake temperature or an estimated (calculated) current brake temperature, the specific orientation of the vehicle underbody air vents118a,118bis dynamically variable to correspond to the amount of ambient airflow necessary to actively cool the rear wheel brakes15a,15bto a target brake temperature value that is less than a predetermined threshold brake temperature. The predetermined threshold brake temperature may correspond to the type of material composition of the brake pad. In accordance with one or more embodiments, the detected current brake temperature may comprise an estimated, measured, or calculated brake temperature of each rear wheel brake15a,15busing one or more input values such as, for example, the current ambient temperature, vehicle hardware specs (e.g., corner brake effectiveness), driver inputs (e.g., duration of braking, deceleration, etc.), and current vehicle speed.

As further illustrated inFIG.11, the vehicle brake cooling system61comprises one or more first air channel members63a1defined by or mounted on the vehicle underbody19to define a first air circuit62a1that having a first air inlet64a1exposed during movement of the one or more vehicle spoiler air vents18ato the open or second position/orientation in order to receive ambient airflow during operation of the vehicle10in a forward vehicle direction. The vehicle brake cooling system61also comprises one or more second air channel members63b1defined by or mounted on the vehicle underbody19to define a second air circuit62b1having a second air inlet64b1exposed during movement of the one or more vehicle spoiler air vents18bto the open or second position/orientation in order to receive ambient airflow during operation of the vehicle10in a forward vehicle direction. The vehicle brake cooling system61further comprises one or more third air channel members63a2defined by or mounted on the vehicle underbody19to define a third air circuit62a2having a third air inlet64a2exposed during movement of the one or more vehicle underbody air vents118ato the open or second position/orientation in order to receive ambient airflow during operation of the vehicle10in a forward vehicle direction. The vehicle brake cooling system61additionally comprises one or more fourth air channel members63b2defined by or mounted on the vehicle underbody19to define a fourth air circuit62b2having a fourth air inlet64b2exposed during movement of the one or more vehicle underbody air vents118bto the open or second position/orientation in order to receive ambient airflow during operation of the vehicle10in a forward vehicle direction.

Meaning, during operation of the vehicle10in a forward vehicle direction, in the first position/orientation of the one or more vehicle underbody air vents118a,118b, the air inlets64a2,64b2are closed in a manner that substantially restricts entry of ambient air into the one or more air channel members62a2,62b2. The selective movement of the corresponding underbody air vents118a,118bto the second position/orientation, however, exposes the air inlets64a2,64b2in a manner that facilitates ambient airflow into the one or more air channel members62a2,62b2where the ambient air is directed to the rear wheel brakes15a,15bfor the purpose of thermally managing the rear wheel brakes15a,15b.

Vehicle Side Panel Air Vents

In the illustrated embodiment ofFIG.12, alternatively or additionally, the vehicle body11, for example, one or more vehicle side panels, comprises one or more vehicle side panel air vents218a,218bthat are pivotally connected to one or more vehicle side panels of the vehicle body or shell for pivoting movement about a pivot axis. In the illustrated embodiment, the one or more vehicle side panel air vents218a,218bare positioned adjacent to the front vehicle wheels12a,12b. Embodiments, however, are not limited thereto, and thus, this disclosure contemplates other arrangements such as, for example, positioning the one or more vehicle side panel air vents adjacent to the front vehicle wheels12a,12band the rear vehicle wheels13a,13b.

In accordance with one or more embodiments, the one or more vehicle side panel air vents218a,218bcomprise structural members such as, for example, doors or panels. The vehicle side panel air vents218a,218bare selectively moveable between a closed or first position/orientation to enhance the aerodynamic performance of the vehicle10and one or more open or second positions in a downward direction towards the driving surface to provide active cooling to the rear wheel brakes15a,15bduring operation of the vehicle10. The vehicle side panel air vents218a,218bare selectively moveable to an orientation at an angle that is greater than or equal to 0 degrees and less than or equal to 90 degrees. Meaning, in response to a detected current brake temperature or an estimated (calculated) current brake temperature, the specific orientation of the vehicle side panel air vents218a,218bis dynamically variable to correspond to the amount of ambient airflow necessary to actively cool the rear wheel brakes15a,15bto a target brake temperature value that is less than a predetermined threshold brake temperature. The predetermined threshold brake temperature may correspond to the type of material composition of the brake pad. In accordance with one or more embodiments, the detected current brake temperature may comprise an estimated, measured, or calculated brake temperature of each rear wheel brake15a,15busing one or more input values such as, for example, the current ambient temperature, vehicle hardware specs (e.g., corner brake effectiveness), driver inputs (e.g., duration of braking, deceleration, etc.), and current vehicle speed.

As further illustrated inFIG.12, the vehicle brake cooling system61comprises one or more first air channel members63a1defined by or mounted on the vehicle underbody19to define a first air circuit62a1that having a first air inlet64a1exposed during movement of the one or more vehicle spoiler air vents18ato the open or second position/orientation in order to receive ambient airflow during operation of the vehicle10in a forward vehicle direction. The vehicle brake cooling system61also comprises one or more second air channel members63b1defined by or mounted on the vehicle underbody19to define a second air circuit62b1having a second air inlet64b1exposed during movement of the one or more vehicle spoiler air vents18bto the open or second position/orientation in order to receive ambient airflow during operation of the vehicle10in a forward vehicle direction. The vehicle brake cooling system61further comprises one or more third air channel members63a2defined by or mounted on the vehicle underbody19to define a third air circuit62a2having a third air inlet64a2exposed during movement of the one or more vehicle side panel air vents218ato the open or second position/orientation in order to receive ambient airflow during operation of the vehicle10in a forward vehicle direction. The vehicle brake cooling system61additionally comprises one or more fourth air channel members63b2defined by or mounted on the vehicle underbody19to define a fourth air circuit62b2having a fourth air inlet64b2exposed during movement of the one or more vehicle side panel air vents218bto the open or second position/orientation in order to receive ambient airflow during operation of the vehicle10in a forward vehicle direction.

Meaning, during operation of the vehicle10in a forward vehicle direction, in the first position/orientation of the one or more vehicle side panel air vents218a,218b, the air inlets64a2,64b2are closed in a manner that substantially restricts entry of ambient air into the one or more air channel members62a2,62b2. The selective movement of the corresponding side panel air vents218a,218bto the second position/orientation, however, exposes the air inlets64a2,64b2in a manner that facilitates ambient airflow into the one or more air channel members62a2,62b2where the ambient air is directed to the rear wheel brakes15a,15bfor the purpose of thermally managing the rear wheel brakes15a,15b.

In accordance with one or more embodiments, the vehicle brake cooling system61comprises a control module20that serves as a host, main, or primary control system of the vehicle10. For example, the control module20may comprise an electronic or engine control unit (ECU). The control module20may comprise one or more processors21. As set forth, described, and/or illustrated herein, “processor” means any component or group of components that are configured to execute any of the processes described herein or any form of instructions to carry out such processes or cause such processes to be performed. The processors21may be implemented with one or more general-purpose and/or one or more special-purpose processors. Examples of suitable processors include graphics processors, microprocessors, microcontrollers, DSP processors, and other circuitry that may execute software (e.g., stored on a non-transitory computer-readable medium). Further examples of suitable processors include, but are not limited to, a central processing unit (CPU), an array processor, a vector processor, a digital signal processor (DSP), a field-programmable gate array (FPGA), a programmable logic array (PLA), an application specific integrated circuit (ASIC), programmable logic circuitry, and a controller. The processors21may comprise at least one hardware circuit (e.g., an integrated circuit) configured to carry out instructions contained in program code. In embodiments in which there is a plurality of processors21, such processors21may work independently from each other, or one or more processors may work in combination with each other.

In accordance with one or more embodiments, the vehicle10comprises an I/O hub40operatively connected to other systems and subsystems of the vehicle10. The I/O hub40may comprise an input interface and an output interface. The input interface and the output interface may be integrated as a single, unitary interface, or alternatively, be separate as independent interfaces that are operatively connected.

In one or more embodiments, the input interface may be used by a user, such as, for example, an operator vehicle operator, driver, or remote operator of the vehicle10, to input one or more data input signals relating to operation of the vehicle10. The input interface is defined herein as any device, component, system, subsystem, element, or arrangement or groups thereof that enable information/data to be entered in a machine. The input interface may receive an input from the vehicle operator, driver, or remote operator of the vehicle10. In an example, the input interface may comprise a user interface (UI), graphical user interface (GUI) such as, for example, a display, human-machine interface (HMI), or the like. Embodiments, however, are not limited thereto, and thus, this disclosure contemplates the input interface comprising any suitable configuration that falls within the spirit and scope of the principles of this disclosure. For example, the input interface may comprise a keypad, toggle switch, touch screen, multi-touch screen, button, joystick, mouse, trackball, microphone and/or combinations thereof.

The output interface is defined herein as any device, component, system, subsystem, element, or arrangement or groups thereof that enable information/data to be presented to the vehicle operator and/or a remote operator of the vehicle10. The output interface may be configured to present information/data to the vehicle occupant and/or the remote operator. The output interface may comprise one or more of a visual display or an audio display such as a microphone, earphone, and/or speaker. One or more components of the vehicle10may serve as both a component of the input interface and a component of the output interface.

In accordance with one or more embodiments, the vehicle spoiler system100comprises one or more data stores30for storing one or more types of data. The vehicle spoiler system100may include interfaces that enable one or more systems thereof to manage, retrieve, modify, add, or delete, the data stored in the data stores30. The data stores30may comprise volatile and/or non-volatile memory. Examples of suitable data stores30include RAM (Random Access Memory), flash memory, ROM (Read Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable Programmable Read-Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory), registers, magnetic disks, optical disks, hard drives, or any other suitable storage medium, or any combination thereof. The data stores30may be a component of the processors21, or alternatively, may be operatively connected to the processors21for use thereby. As set forth, described, and/or illustrated herein, “operatively connected” may include direct or indirect connections, including connections without direct physical contact.

In accordance with one or more embodiments, the vehicle spoiler system100comprises a sensor module50configured to, at least during operation of the vehicle10, dynamically detect, capture, determine, assess, monitor, measure, quantify, and/or sense one or more operational features of the vehicle10, such as, for example, vehicle speed, air vent position/orientation, brake temperature, etc. As set forth, described, and/or illustrated herein, “sensor” means any device, component, system, and/or subsystem that can perform one or more of detecting, determining, assessing, monitoring, measuring, quantifying, and sensing something. The one or more sensors may be configured to detect, determine, assess, monitor, measure, quantify and/or sense in real-time. As set forth, described, and/or illustrated herein, “real-time” means a level of processing responsiveness that a user, system, or subsystem senses as sufficiently immediate for a particular process or determination to be made, or that enables the processor to keep up with some external process.

In accordance with one or more embodiments, operation of the control module20may be implemented as computer readable program code that, when executed by a processor, implement one or more of the various processes set forth, described, and/or illustrated herein. The control module20may be a component of the processors21, or alternatively, may be executed on and/or distributed among other processing systems to which the processors21are operatively connected. The control module20may include a set of logic instructions executable by the processors21. Alternatively or additionally, the data stores30may contain such logic instructions. The logic instructions may include assembler instructions, instruction set architecture (ISA) instructions, machine instructions, machine dependent instructions, microcode, state-setting data, configuration data for integrated circuitry, state information that personalizes electronic circuitry and/or other structural components that are native to hardware (e.g., host processor, central processing unit/CPU, microcontroller, etc.).

In the illustrated one or more embodiments ofFIGS.2and3, the control module20may be configured to facilitate, via the sensor module50, dynamic detection (as sensor data) of a current position/orientation of the air vents18a,18b,118a,118b,218a,218bof the vehicle brake cooling system61, a current speed of the vehicle10, and a current temperature of each vehicle wheel brake14a,14b,15a,15b. The control module20may be configured to detect the current temperature based on an estimated, measured, or calculated brake temperature of each vehicle wheel brake14a,14b,15a,15busing one or more input values such as, for example, the current ambient temperature, vehicle hardware specs (e.g., corner brake effectiveness), driver inputs (e.g., duration of braking, deceleration, etc.), and current vehicle speed. The captured sensor data and other related values to estimate, measure, or calculate the brake temperature may be located in a vehicle database of the data stores30or an external source (e.g., cloud-based data store(s)).

In accordance with one or more embodiments, one or more of the modules20,50set forth, described, and/or illustrated herein may include artificial or computational intelligence elements, e.g., neural network, fuzzy logic, or other machine learning algorithms.

In accordance with one or more embodiment, one or more of the control module20and the one or more of the processors21are operatively connected to communicate with the vehicle brake cooling system61and/or individual components thereof. For example, as illustrated inFIG.3, the one or more of the processors21are in communication to send or transmit one or more command output signals310, and/or receive data input signals51A,52A,53A,54A,55A, and56A from the I/O hub40, and the sensor module50to dynamically control the vehicle brake cooling system61in a manner that achieves both enhanced vehicle aerodynamic performance and active brake cooling.

The vehicle10may comprise one or more actuators70operatively connected (e.g., via wire and/or wireless communication) to the control module20. The actuators70, which may be any element or combination of elements configured to modify, adjust and/or alter operation of the vehicle brake cooling system61and components thereof in response to receiving command output signals300or other inputs from the one or more of the processors21. In accordance with one or more embodiments, the actuators70comprise a mechanical actuator or an electrical actuator that is operatively connected to the air vents18,118,218. Embodiments, however, are not limited thereto, and thus, this disclosure contemplates the actuators70comprising any suitable configuration that falls within the spirit and scope of the principles of this disclosure. For example, such suitable actuator configuration may comprise motors, pneumatic actuators, hydraulic actuators, thermal actuators, magnetic actuators, mechanical actuators, relays, and/or piezoelectric actuators, etc.

In accordance with one or more embodiments, the sensor module50comprises one or more inductive air vent position/orientation sensors51, vehicle speed sensors52, and vehicle brake temperature sensors53,54,55, and56operatively connected to the one or more processors21, the data stores30, and/or other elements, components, modules, systems, and subsystems of the vehicle10. Embodiments, however, are not limited thereto. This disclosure contemplates the sensor module50comprising any suitable sensor architecture that permits practice of the one or more embodiments.

In the illustrated embodiment ofFIG.10, the inductive air vent position/orientation sensors51comprise a left spoiler air vent position/orientation sensor51A and a right spoiler air vent position/orientation sensor51B that are spatially arranged on, in close spatial proximity to, or adjacent to a corresponding spoiler air vents18a,18bto dynamically detect, determine, assess, monitor, measure, quantify, as sensor data, one or more operational features of the spoiler air vents18a,18b. Such operational features include, but are not limited to, the current position, spatial orientation, or state of the spoiler air vents18a,18b. The one or more inductive air vent position/orientation sensors51(i.e., the left spoiler air vent position/orientation sensor51A and the right spoiler air vent position/orientation sensor51B) may work independently from each other, or alternatively, may work in combination with each other. The one or more inductive air vent position/orientation sensors51(i.e., the left spoiler air vent position/orientation sensor51A and the right spoiler air vent position/orientation sensor51B) may be used in any combination, and may be used redundantly to validate and improve the accuracy of the detection.

In the illustrated embodiment ofFIG.11, the inductive air vent position/orientation sensors51comprise a left underbody air vent position/orientation sensor51A and a right underbody air vent position/orientation sensor51B that are spatially arranged on, in close spatial proximity to, or adjacent to a corresponding underbody air vents118a,118bto dynamically detect, determine, assess, monitor, measure, quantify, as sensor data, one or more operational features of the underbody air vents118a,118b. Such operational features include, but are not limited to, the current position, spatial orientation, or state of the underbody air vents118a,118b. The one or more inductive air vent position/orientation sensors51(i.e., the left underbody air vent position/orientation sensor51A and the right underbody air vent position/orientation sensor51B) may work independently from each other, or alternatively, may work in combination with each other. The one or more inductive air vent position/orientation sensors51(i.e., the left underbody air vent position/orientation sensor51A and the right underbody air vent position/orientation sensor51B) may be used in any combination, and may be used redundantly to validate and improve the accuracy of the detection.

In the illustrated embodiment ofFIG.12, the inductive air vent position/orientation sensors51comprise a left side panel air vent position/orientation sensor51A and a right side panel air vent position/orientation sensor51B that are spatially arranged on, in close spatial proximity to, or adjacent to a corresponding side panel air vents218a,218bto dynamically detect, determine, assess, monitor, measure, quantify, as sensor data, one or more operational features of the side panel air vents218a,218b. Such operational features include, but are not limited to, the current position, spatial orientation, or state of the side panel air vents218a,218b. The one or more inductive air vent position/orientation sensors51(i.e., the left side panel air vent position/orientation sensor51A and the right side panel air vent position/orientation sensor51B) may work independently from each other, or alternatively, may work in combination with each other. The one or more inductive air vent position/orientation sensors51(i.e., the left side panel air vent position/orientation sensor51A and the right side panel air vent position/orientation sensor51B) may be used in any combination, and may be used redundantly to validate and improve the accuracy of the detection.

The one or more vehicle speed sensors52are spatially arranged on, in close spatial proximity to, or adjacent to one or more of the vehicle left wheel and the vehicle right wheel to dynamically detect, determine, assess, monitor, measure, quantify, as sensor data, the current speed of the vehicle10based on the wheel speed of one or more of the wheel and the rear wheel. The one or more vehicle speed sensors52may work independently from each other, or alternatively, may work in combination with each other. The one or more vehicle speed sensors52may be used in any combination, and may be used redundantly to validate and improve the accuracy of the detection.

The one or more vehicle brake temperature sensors, comprising a left front vehicle brake temperature sensor53, a right front vehicle brake temperature sensor54, a left rear vehicle brake temperature sensor55, and a right rear vehicle brake temperature sensor56are spatially arranged on, in close spatial proximity to, or adjacent to one or more of the left vehicle wheel brake13aand the vehicle right wheel brake13bto dynamically detect, determine, assess, monitor, measure, quantify, as sensor data, the current brake temperature of the left vehicle wheel brake13aand the right vehicle wheel brake13bduring operation of the vehicle10. In one or more example embodiments, the left vehicle brake temperature sensor53, the right vehicle brake temperature sensor54, the left rear vehicle brake temperature sensor55, and the right rear vehicle brake temperature sensor56respectively comprise a thermocouple. Embodiments, however, are not limited thereto, and thus, this disclosure contemplates the brake temperature sensors comprising any suitable sensor architecture that permits practice of the one or more embodiments. The left vehicle brake temperature sensor53, the right vehicle brake temperature sensor54, the left rear vehicle brake temperature sensor55, and the right rear vehicle brake temperature sensor56may work independently from each other, or alternatively, may work in combination with each other. The left vehicle brake temperature sensor53, the right vehicle brake temperature sensor54, the left rear vehicle brake temperature sensor55, and the right rear vehicle brake temperature sensor56may be used in any combination, and may be used redundantly to validate and improve the accuracy of the detection.

In accordance with one or more embodiments, the control module20is to receive one or more data signals51A1,51B1,52A,53A,54A,55A, and56A from the sensor module50, and in response thereto, the one or more processors21are to conduct an analysis200, including, but not limited to, a vehicle brake analysis210of the front vehicle wheel brakes14a,14b, and a vehicle brake analysis220for the rear vehicle wheel brakes15a,15b.

In accordance with one or more embodiments, the control module20is configured to receive one or more data signals80A via a wireless network interface80. The wireless network interface80is configured to facilitate wireless communication between the vehicle10and one or more external source devices. In one or more example embodiments, the control module20may communicate with a wireless PAN (WPAN) (such as, for example, a BLUETOOTH WPAN), a WI-FI network, a WI-MAX network, a cellular telephone network (such as, for example, a Global System for Mobile Communications (GSM) network), or a combination thereof. Embodiments, however, are not limited thereto, and thus, this disclosure contemplates any suitable other suitable wireless network architecture that permits practice of the one or more embodiments.

The wireless network data comprises data communicated to the vehicle10from sources external to the vehicle10. Such externally sourced data comprises, but is not limited to, one or more of geographic map data, weather data, crowdsourced traffic data, and roadside sign data. Accordingly, the control module20is configured to receive information from one or more other external source devices to the and process the received information. Information may be received based on preferences including but not limited to location (e.g., as defined by geography from address, zip code, or GPS coordinates), planned travel routes (e.g., global position system (GPS) alerts), activity associated with co-owned/shared vehicles, history, news feeds, and the like. The information (i.e., received or processed information) may also be uplinked to other systems and modules in the vehicle10for further processing to discover additional information that may be used to enhance the understanding of the information. The control module20may also send information to other vehicles in a detected driving environment, and link to other devices, including but not limited to smart phones, smart home systems, or Internet-of-Things (IoT) devices. In one or more example embodiments, the geographic location is the current geographic location of the vehicle10that is determined further based on GPS data associated with the vehicle10. In another example, the geographic location is a future geographic location of the vehicle10that is determined further based on navigation route (e.g., high definition/HD map) data.

In accordance with one or more embodiments, in response to the vehicle brake analysis and the wireless network data, the one or more processors21are to execute the set of instructions to control the vehicle brake cooling system61(e.g., one or more of the left spoiler shutter63aand the right spoiler shutter63b) by sending one or more command output signals310to the actuators70in order to selectively control the vehicle spoiler63(e.g., one or more of the left spoiler shutter63aand the right spoiler shutter63b) between a first position/orientation to enhance the aerodynamic performance of the vehicle and a second position/orientation to selectively direct ambient airflow to a corresponding one of the wheel brakes13a,13bin a manner that selectively cools the vehicle wheel brakes13a,13b.

Alternatively or additionally, the one or more processors21, in response to the vehicle brake analysis and the wireless network data, are to execute the set of instructions to control the vehicle spoiler system61in a manner that moves or adjusts the left spoiler shutter63aand the right spoiler shutter63bindependently of each other, or simultaneously.

Alternatively or additionally, the one or more processors21, in response to the vehicle brake analysis and the wireless network data, are to execute the set of instructions to control the vehicle spoiler system61by sending one or more command output signals310to the actuators70in order to adjust a position/orientation of the vehicle spoiler (e.g., one or more of the left spoiler shutter63aand the right spoiler shutter63b) to selectively direct ambient airflow directly to the wheel brakes13a,13bin a manner that selectively cools the wheel brakes13a,13b.

Alternatively or additionally, the one or more processors21, in response to the vehicle brake analysis and the wireless network data, are to execute the set of instructions to control the vehicle spoiler system61by sending one or more command output signals310to the actuators70in order to thermally manage the wheel brakes by selectively directing ambient airflow thereto in a manner that selectively cools the wheel brakes13a,13b.

In one or more example embodiments, the one or more processors21are configured to compare the detected current temperature of the wheel brakes13a,13bto the predetermined threshold temperature. The one or more processors21are configured to dynamically control the vehicle spoiler63(e.g., one or more of the left spoiler shutter63aand the right spoiler shutter63b) by moving the vehicle spoiler63(e.g., one or more of the left spoiler shutter63aand the right spoiler shutter63b) to the second position/orientation when the detected current temperature is greater than the predetermined threshold temperature. Then, when the detected current temperature is less than the predetermined threshold temperature, the one or more processors21are configured to dynamically control the vehicle spoiler63(e.g., one or more of the left spoiler shutter63aand the right spoiler shutter63b) by returning the vehicle spoiler63(e.g., one or more of the left spoiler shutter63aand the right spoiler shutter63b) to the first position/orientation.

In one or more example embodiments, the one or more processors21are to execute the set of instructions to automatically move one or more of the vehicle spoiler63, the left spoiler shutter63a, and the right spoiler shutter63bto one or more second positions at a predetermined vehicle speed. Then, one or more of the vehicle spoiler63, the left spoiler shutter63a, and the right spoiler shutter63bare automatically pivoted firstly by force of gravity at a predetermined rate of vehicle acceleration.

In the illustrated examples ofFIGS.4to6, a flowchart of methods400,500, and600for controlling a vehicle. In one or more examples, the respective flowcharts of the methods400,500, and600may be implemented by the one or more processors21. For example, the one or more processors21are configured to implement the methods400,500, and600using logic instructions (e.g., software), configurable logic, fixed-functionality hardware logic, etc., or any combination thereof. In one or more examples, software executed by the control module20provides functionality described or illustrated herein. In particular, software (e.g., stored on a non-transitory computer-readable medium)) executing by the one or more processors21is configured to perform one or more processing blocks of the methods400,500, and600set forth, described, and/or illustrated herein, or provides functionality set forth, described, and/or illustrated.

In the illustrated example ofFIG.4, illustrated process block402includes dynamically detecting a current position/orientation of the vehicle air vents, a current temperature of the wheel brakes, and a current speed of the vehicle.

The method400may then proceed to illustrated process block404, which includes dynamically conducting, in response to the detection, vehicle brake analysis of the sensor data.

The method400may then proceed to illustrated process block406, which includes dynamically controlling, in response to the vehicle brake analysis and wireless network data, the vehicle air vents between a first position/orientation to enhance the aerodynamic performance of the vehicle and a second position/orientation to selectively direct ambient airflow to the wheel brakes in a manner that selectively cools the wheel brakes. The method400may terminate or end after execution of process block406.

In the illustrated example ofFIG.5, illustrated process block502includes dynamically detecting a current position/orientation of the vehicle air vents, a current temperature of the wheel brakes, and a current speed of the vehicle.

The method500may then proceed to illustrated process block504, which includes dynamically conducting, in response to the detection, vehicle brake analysis of the sensor data.

The method500may then proceed to illustrated process block506, which includes dynamically adjusting, in response to the vehicle brake analysis and network data that includes one or more of geographic map data, weather data, crowdsourced traffic data, and roadside sign data, a spatial position/orientation of the vehicle air vents to selectively direct ambient airflow directly to the wheel brakes in a manner that selectively cools the wheel brakes. The method500may terminate or end after execution of process block506.

In the illustrated example ofFIG.6, illustrated process block602includes dynamically detecting a current position/orientation of the vehicle air vents, a current temperature of the wheel brakes, and a current speed of the vehicle.

The method600may then proceed to illustrated process block604, which includes dynamically conducting, in response to the detection, vehicle brake analysis of the sensor data.

The method600may then proceed to illustrated process block606, which includes dynamically thermally managing, in response to the vehicle brake analysis and wireless network data that includes one or more of geographic map data, weather data, crowdsourced traffic data, and roadside sign data, the wheel brakes by selectively directing ambient airflow to the wheel brakes via the vehicle air vents in a manner that selectively cools the wheel brakes. The method600may terminate or end after execution of process block606.

The terms “coupled,” “attached,” or “connected” may be used herein to refer to any type of relationship, direct or indirect, between the components in question, and may apply to electrical, mechanical, fluid, optical, electromagnetic, electromechanical or other connections. Additionally, the terms “first,” “second,” etc. are used herein only to facilitate discussion, and carry no particular temporal or chronological significance unless otherwise indicated. The terms “cause” or “causing” means to make, force, compel, direct, command, instruct, and/or enable an event or action to occur or at least be in a state where such event or action may occur, either in a direct or indirect manner.

Those skilled in the art will appreciate from the foregoing description that the broad techniques of the embodiments of the present disclosure may be implemented in a variety of forms. Therefore, while the embodiments have been described in connection with particular examples thereof, the true scope of the embodiments should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, specification, and following claims.