PATENT DOCUMENT

Publication Number: US-12116047-B1
Application Number: US-202217575180-A
Country: US
Kind Code: B1

Title: Cover panel

Abstract:
A body defines a wheel arch, a wheel assembly is located in the wheel arch, and a panel is located adjacent to the wheel arch and inboard relative to the wheel assembly. An actuator is configured to move the panel between an extended position and a retracted position, wherein the panel is adjacent to the wheel assembly in the extended position and the panel is spaced from the wheel assembly in the retracted position. The actuator is configured to move the panel between the extended position and the retracted position in response to a control signal that is generated based on a sensed condition.

Claims:
What is claimed is: 
     
       1. A vehicle, comprising:
 a vehicle body that defines a wheel arch; 
 a wheel assembly that is located in the wheel arch; 
 a panel that is located adjacent to the wheel arch and inboard relative to the wheel assembly; and 
 an actuator that is configured to move the panel between an extended position and a retracted position, wherein the panel is adjacent to the wheel assembly in the extended position and the panel is spaced from the wheel assembly in the retracted position, 
 wherein the actuator is configured to move the panel between the extended position and the retracted position in response to a control signal that is generated based on a sensed condition. 
 
     
     
       2. The vehicle of  claim 1 , wherein the sensed condition is a vehicle speed of the vehicle. 
     
     
       3. The vehicle of  claim 1 , wherein the sensed condition is a steering movement of the wheel assembly. 
     
     
       4. The vehicle of  claim 1 , wherein the sensed condition is a current location of the vehicle. 
     
     
       5. The vehicle of  claim 4 , wherein the actuator moves the panel to the extended position if the current location of the vehicle corresponds to a limited access highway and the actuator moves the panel to the retracted position if the current location of the vehicle corresponds to a non-limited access road. 
     
     
       6. The vehicle of  claim 1 , wherein the sensed condition is an imminent upcoming steering movement. 
     
     
       7. The vehicle of  claim 6 , wherein the imminent upcoming steering movement is at least one of predicted based on navigation data or predicted based on autonomous vehicle control information. 
     
     
       8. A vehicle, comprising:
 a wheel arch; 
 a wheel assembly that is located in the wheel arch; 
 a panel that is located inboard from the wheel assembly, wherein the panel includes a base portion and a first panel portion that is connected to the base portion; and 
 an actuator that is configured to move the panel between an extended position and a retracted position, wherein the first panel portion is adjacent to the wheel assembly in the extended position and the first panel portion is moved inboard relative to the base portion to define the retracted position. 
 
     
     
       9. The vehicle of  claim 8 , wherein the first panel portion is slidingly connected to the base portion in a stacked configuration. 
     
     
       10. The vehicle of  claim 8 , wherein the first panel portion is connected to the base portion in a telescoping configuration. 
     
     
       11. The vehicle of  claim 8 , further comprising:
 a second panel portion, wherein the first panel portion and the second panel portion are slidingly connected to the base portion in a stacked configuration. 
 
     
     
       12. The vehicle of  claim 8 , further comprising:
 a second panel portion, wherein the first panel portion and the second panel portion are slidingly connected to the base portion in a telescoping configuration.

Description:
CROSS-REFERENCE TO RELATED APPLICATION(S) 
     This application claims the benefit of U.S. Provisional Patent Application No. 63/156,036, filed on Mar. 3, 2021, the content of which is hereby incorporated by reference in its entirety for all purposes. 
    
    
     TECHNICAL FIELD 
     This disclosure relates to aerodynamics. 
     BACKGROUND 
     Automobile bodies often include a wheel arch, which is an area where the wheel, tire, and associated components are located. The wheel arch of a vehicle is typically sized to accommodate a full range of elevational, longitudinal, and pivoting motions of the wheel and tire, so that the wheel and tire do not contact the vehicle body or other structures during suspension travel and turning. 
     SUMMARY 
     One aspect of the disclosure is a vehicle that includes a vehicle body that defines a wheel arch, a wheel assembly that is located in the wheel arch, and a panel that is located adjacent to the wheel arch and inboard relative to the wheel assembly. The vehicle also includes an actuator that is configured to move the panel between an extended position and a retracted position, wherein the panel is adjacent to the wheel assembly in the extended position and the panel is spaced from the wheel assembly in the retracted position. The actuator is configured to move the panel between the extended position and the retracted position in response to a control signal that is generated based on a sensed condition. 
     The sensed condition may be a vehicle speed of the vehicle. The sensed condition may be a steering movement of the wheel assembly. The sensed condition may be a current location of the vehicle, wherein the actuator moves the panel to the extended position if the current location of the vehicle corresponds to a limited access highway and the actuator moves the panel to the retracted position if the current location of the vehicle corresponds to a non-limited access road. The sensed condition may be an imminent upcoming steering movement. The imminent upcoming steering movement may be predicted based on navigation data. The imminent upcoming steering movement may be predicted based on autonomous vehicle control information. 
     Another aspect of the disclosure is a vehicle that includes a wheel arch, a wheel assembly that is located in the wheel arch, and a panel that is located inboard from the wheel assembly, wherein the panel includes a base portion and a first panel portion that is connected to the base portion. An actuator is configured to move the panel between an extended position and a retracted position, wherein the first panel portion is adjacent to the wheel assembly in the extended position and the first panel portion is moved inboard relative to the base portion to define the retracted position. 
     The first panel portion may be slidingly connected to the base portion in a stacked configuration. The first panel portion may be connected to the base portion in a telescoping configuration. The vehicle may also include a second panel portion, wherein the first panel portion and the second panel portion are slidingly connected to the base portion in a stacked configuration. The vehicle may also include a second panel portion, wherein the first panel portion and the second panel portion are slidingly connected to the base portion in a telescoping configuration. 
     Another aspect of the disclosure is a vehicle that includes a wheel arch, a wheel assembly that is located in the wheel arch, and an inflatable panel that is located inboard relative to the wheel assembly and is movable between an extended position and a retracted position relative to the wheel assembly by inflation and deflation of the inflatable panel. 
     The vehicle may also include an inflator that is configured to supply gas to the inflatable panel to inflate the inflatable panel to move from the retracted position to the extended position. Gas may be expelled from the inflatable panel to deflate the inflatable panel to during from the extended position to the retracted position. The vehicle may also include tension members that are configured to urge an outboard side of the inflatable panel away from the wheel assembly during movement from the extended position to the retracted position. The inflatable panel may extend from a wheel arch wall toward the wheel assembly and substantially obstructs a wheel arch opening of the wheel arch in the extended position. The inflatable panel may be moved away from the wheel assembly in the retracted position relative to the extended position in order to provide space for the wheel assembly to turn during steering movements. 
     Another aspect of the disclosure is a vehicle that includes a wheel arch that is defined by a vehicle body, a wheel assembly that is located in the wheel arch, and a panel assembly that includes a base portion that is connected to the vehicle body, a wheel anchor portion that is connected to the wheel assembly so that the anchor portion turns with the wheel assembly during steering movements of the wheel assembly, and a flexible panel that is connected to the base portion and the wheel anchor portion. The flexible panel includes a rolling lobe configuration that allows the flexible panel to deform in order to allow the steering movements of the wheel assembly. 
     The flexible panel may be configured to obstruct entry of air into the wheel arch through a wheel arch opening of the wheel arch. The rolling lobe configuration of the flexible panel may include a first lobe, a second lobe, and an intermediate portion of the flexible panel that is located between the first lobe and the second lobe. A length of the intermediate portion of the rolling lobe configuration may increase and decrease during the steering movements of the wheel assembly. An outboard portion of the flexible panel may extend from the wheel anchor portion to the first lobe of the rolling lobe configuration and an inboard portion of the flexible panel may extend from the base portion to the second lobe of the rolling lobe configuration. 
     Another aspect of the disclosure is a vehicle that includes a wheel arch that is defined by a vehicle body, a wheel assembly that is located in the wheel arch, and a housing that is located forward from the wheel arch. A flap is located in the housing in a retracted position and is movable to an extended position in which the flap extends downward out of the housing to disrupt airflow in front of the wheel arch. A closure panel is movable between a closed position, in which the closure panel blocks access to an interior of the housing and is generally aligned with an adjacent surface of the vehicle body, and an open position, in which the closure panel is angled downward relative to the adjacent surface of the vehicle body. The vehicle may also include an actuator assembly that is configured to move the flap between the retracted position and the extended position, wherein the closure panel is moved from the closed position to open position by engagement of the flap with the closure panel during movement of the flap from the retracted position to the extended position. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is an illustration of a vehicle. 
         FIG.  2    is an illustration of the vehicle taken along line A-A of  FIG.  1   . 
         FIG.  3    is an illustration of the vehicle taken along line B-B of  FIG.  1    that shows a first implementation of a panel. 
         FIG.  4    is an illustration of the vehicle taken along line B-B of  FIG.  1    that shows a second implementation of a panel. 
         FIG.  5    is an illustration of the vehicle taken along line B-B of  FIG.  1    that shows a third implementation of a panel. 
         FIG.  6    is an illustration of the vehicle taken along line A-A of  FIG.  1    that shows the third implementation of the panel. 
         FIG.  7    is an illustration of the vehicle taken along line B-B of  FIG.  1    that shows a fourth implementation of a panel. 
         FIG.  8    is an illustration of the vehicle taken along line B-B of  FIG.  1    that shows the fourth implementation of the panel. 
         FIG.  9    is an illustration of the vehicle taken along line B-B of  FIG.  1    that shows a fifth implementation of a panel. 
         FIG.  10    is an illustration of the vehicle taken along line B-B of  FIG.  1    that shows a sixth implementation of a panel in an extended position. 
         FIG.  11    is an illustration of the vehicle taken along line B-B of  FIG.  1    that shows the sixth implementation of the panel in a retracted position. 
         FIG.  12    shows slidingly connected panel portions. 
         FIG.  13    shows panel portions connected in a telescopic configuration. 
         FIG.  14    is an illustration of the vehicle taken along line B-B of  FIG.  1    that shows a seventh implementation of a panel in an extended position. 
         FIG.  15    is an illustration of the vehicle taken along line B-B of  FIG.  1    that shows the seventh implementation of the panel in a retracted position. 
         FIG.  16    shows an inflatable portion of the panel of  FIG.  14    in the extended position. 
         FIG.  17    shows the inflatable portion of the panel of  FIG.  14    in the retracted position. 
         FIG.  18    is an illustration of the vehicle taken along line B-B of  FIG.  1    that shows an eighth implementation of a panel assembly in an extended position. 
         FIG.  19    is an illustration of the vehicle taken along line B-B of  FIG.  1    that shows the eighth implementation of the panel assembly in a retracted position. 
         FIG.  20    is an illustration that shows a rolling lobe assembly of a flexible panel of the panel assembly of  FIG.  19    in the extended position. 
         FIG.  21    is an illustration that shows the rolling lobe assembly of the flexible panel of the panel assembly of  FIG.  19    in the retracted position. 
         FIG.  22    is an illustration of a vehicle according to an alternative implementation. 
         FIG.  23    is an illustration of an adjustable aerodynamic assembly in a retracted position. 
         FIG.  24    is an illustration of the adjustable aerodynamic assembly in an extended position. 
         FIG.  25    is a block diagram that shows a vehicle. 
         FIG.  26    is a block diagram that shows a controller. 
     
    
    
     DETAILED DESCRIPTION 
     Cover panels are disclosed herein that reduce entry of air into a wheel arch to improve aerodynamic performance and reduce drag. The cover panels are underbody panels that are located adjacent to a lower surface of the vehicle and are exposed to an air stream that flows between the vehicle and an underlying surface (e.g., a ground surface or a road surface). The cover panels are configured to move relative to the wheel and tire assemblies of the vehicle to place the cover panels close to the wheel and tire assemblies during straight-line travel and to move the panels away from the wheel and tire assemblies during turning. Straight-line travel corresponds to a limited range of steering angles such as those experienced during lane keeping and lane changes and typically corresponds to high-speed travel. Turning corresponds to a larger range of steering angles such as those experienced when turning at an intersection and typically corresponds to low speed travel. Passive and active mechanisms can be used for moving the cover panels. Moving the cover panels can include, as examples, pivoting, translating, and/or deformation. 
       FIG.  1    is an illustration of a vehicle  100 . The vehicle  100  may be a conventional road-going vehicle that is supported by wheels and tires (e.g., four wheels and tires). The vehicle  100  may be a passenger vehicle that includes a passenger compartment that is configured to carry one or more passengers. The vehicle  100  may be a cargo vehicle that is configured to carry cargo items in a cargo compartment. In the illustrated implementation, the vehicle  100  includes a vehicle body  102 , a wheel assembly  104  (e.g., including a wheel and tire), and a panel  106  (e.g., a cover panel) that restricts entry of air flow into a wheel arch  108  (which may also be referred to as a wheelhouse) that is defined by the vehicle body  102 . 
       FIG.  2    is an illustration of the vehicle  100 , taken along line A-A of  FIG.  1    looking forward in a longitudinal direction of the vehicle  100 , and shows connection of the wheel assembly  104  to the vehicle body  102  inside the wheel arch  108 . The interior of the wheel arch  108  is defined by a wheel arch wall  210 , which may be defined by a portion of the vehicle body  102  and/or components connected to the vehicle body  102 . An internal space  209  is defined inside the wheel arch  108 , bounded by the wheel arch wall  210 , the panel  106 , and the wheel assembly  104 . 
     The wheel assembly  104  is a road-contacting wheel assembly that include a wheel rim  212  and a tire  214  that is mounted on the wheel rim  212 . The wheel rim  212  is supported by connection to a hub assembly  216  (e.g., including a wheel hub and a steering knuckle) so that the wheel assembly  104  is able to rotate (e.g., by a wheel bearing). The hub assembly  216  is connected to the vehicle body  102  by transverse links (e.g., connecting structures that extend in a generally side-to-side direction of the vehicle  100 ), such as a lower control arm  218  and an upper control arm  219  in the illustrated implementation, so that the wheel assembly  104  is able to translate in a generally vertical direction. The lower control arm  218  and the upper control arm  219  each have an outer end that is pivotally connected to the hub assembly  216  and an inner end that is pivotally connected to the vehicle body  102 , with the lower control arm  218  being connected near a bottom of the hub assembly  216  and the upper control arm  219  being connected near a top of the hub assembly  216 . 
     A suspension component  220  controls the motion (e.g., translation in the generally vertical direction) of the wheel assembly  104  with respect to the vehicle body  102 . The suspension component  220  may be a passive suspension component (e.g., a shock, a strut, and/or an air spring) or may be an active suspension component that is operable to actively apply forces to the wheel assembly  104 . Multiple suspension components may be included to control motion of the wheel assembly  104 , such as a combination of active and passive suspension components. The suspension component  220  is connected in a manner that allows it to apply forces between the wheel assembly  104  and the vehicle body  102 , whether connected directly or indirectly to the wheel assembly  104  and/or the vehicle body  102 . In the illustrated example, an upper end of the suspension component  220  is connected to the vehicle body  102  and a lower end of the suspension component  220  is connected to the lower control arm  218 . Other configurations may be used to connect the suspension component  220  to apply forces between the wheel assembly  104  and the vehicle body  102 , such as connection of the upper end of the suspension component  220  to the vehicle body  102  and connection of the lower end of the suspension component  220  the hub assembly  216 . 
     A steering mechanism  222  is connected to hub assembly  216  by a tie rod  224  in order to change the steering angle of the wheel assembly  104 . As an example, the steering mechanism  222  may be a rack and pinion type steering mechanism that is controlled by mechanical connection to a steering wheel or by an actuator for steer-by-wire or autonomous control. A propulsion component  226  is connected to the hub assembly  216  by a propulsion shaft  228 . As an example, the propulsion component  226  may include a motor (e.g., an electric motor or an internal combustion motor), gearbox, or other component that creates or transmits driving torque. 
     The panel  106  is supported by a connecting structure  230 . The connecting structure  230  is connected to part of the vehicle  100 , such as the vehicle body  102 , the hub assembly  216 , or the control arm  218 . In the illustrated implementation, the connecting structure  230  is connected to the lower control arm  218  and supports the panel  106  with respect to the lower control arm  218 . Other configurations are possible for the connecting structure. For example, the connecting structure  230  can connect the panel  106  to the vehicle body  102 . For example, the connecting structure  230  can connect the panel  106  to the hub assembly  216 . For example, the connecting structure  230  can include multiple portions that each define a connection between the panel  106  and another part of the vehicle  100 . 
     The panel  106  is movable between an extended position and a retracted position (e.g., a first position and a second position). The extended position is used when the wheel assembly  104  is in a neutral position (e.g., steering angle of approximately zero for straight-line travel), in order to improved aerodynamic performance. The retracted position is used when the wheel assembly  104  is pivoted to steer in a first direction (e.g., to the left) or in a second direction (e.g., to the right) in order to provide room for the wheel assembly  104  to turn within the wheel arch  108 . 
     In the extended position, the panel  106  is positioned adjacent to and inboard from the wheel assembly  104  so that is adjacent to an internal space of the wheel arch  108 , and substantially obstructs access to the internal space  209  from an external space  203  that is located under the vehicle  100  between the vehicle body  102  and an underlying surface such as a road surface or ground surface. The panel  106  also obstructs entry of air into the internal space  209  of the wheel arch  108  at a wheel arch opening that is adjacent to an underbody of the vehicle  100  and is located where the wheel arch  108  meets the external space  203 . Thus, when the panel  106  is in the extended position, it is able to significantly reduce entry of air from the external space  203  into the internal space  209 , which reduces drag, pressures, and turbulence that may result from to entry of air into the internal space  209  of the wheel arch  108 . 
     In the retracted position of the panel  106 , either all of the panel  106  or a portion of the panel  106  has moved away from the wheel assembly  104  in order to provide space for the wheel assembly  104  to turn on a generally upright axis for steering movements. The interface of the external space  203  and the internal space  209  may remain partially obstructed by the panel  106  but is obstructed to a lesser degree as compared to the extended position. For example, at least part of the panel  106  may be moved inboard (e.g., toward the lateral center of the vehicle  100 ) in the retracted position relative to the extended position. 
     In the extended position, a bottom surface of the panel  106  may be adjacent to, at a substantially same elevation as, and generally aligned with an underbody surface of the vehicle  100 , which is defined by an underbody panel  232  that is connected to the vehicle body  102  adjacent to the wheel arch  108  in the illustrated implementation but may also be defined by a bottom surface of the vehicle body  102 . Alternatively, the panel  106  may be positioned slightly lower than the vehicle body  102  and/or the underbody panel  232  so that it may translate or pivot from the extended position to the retracted position without interference from the vehicle body  102  and/or the underbody panel  232 . 
     Although the panel  106  is shown as a single-part structure, it should be understood that the panel  106  (and other panels described herein) can instead be multi-part structures (e.g., multiple panel portions or multiple panels) that cooperate to perform the functions described with respect to the panel  106 . 
     The connecting structure  230  may include components that are configured to move the panel  106  between the extended position and the retracted position. For example, the connecting structure  230  may be configured to move the panel  106  by pivoting, translating, and/or deformation. Specific implementations will be discussed further herein. 
     Movement of the panel  106  between the extended position and the retracted position can be passive movement or active movement. Examples of passive movement of the panel  106  between the extend position and the retracted position include movement in response to air pressure changes (e.g., by air pressure acting on the panel  106 ), movement in response to pivoting of the wheel assembly  104  during steering (e.g., using a linkage), and inflation or deflation of an inflatable portion of the panel  106  in response to air pressure changes during acceleration and deceleration of the vehicle  100  (e.g., using an air scoop or similar structure). Examples of active movement of the panel  106  include movement using a controllable electric actuator, movement using a controllable pneumatic actuator, and movement using a controllable hydraulic actuator. In active movement implementations, operation of an actuator used for active movement can be controlled by outputting commands (e.g., signals or data) in response to conditions such as speed, steering movements, upcoming future steering movements (e.g., determined using information from a navigation system or autonomous control system, or information describing the roadway that the vehicle is traveling on (e.g., high speed or low speed, limited access highway or local street, etc.) obtained, for example, from a navigation system of the vehicle  100 . 
     As an example, the panel  106  can be moved from the extended position to the retracted position when the vehicle speed is below a threshold value and can be moved from the retracted position to the extended position when the vehicle speed is above the threshold value. As an example, the panel  106  can be moved from the extended position to the retracted position when the location of the vehicle  100  corresponds to a non-limited access road (e.g., a local street) and can be moved from the retracted position to the extended position when the location of the vehicle  100  corresponds to a limited access highway. As another example, the panel  106  can be moved from the extended position to the retracted position upon determining that the wheel assembly  104  is being steered away from a neutral position and can be moved from the retracted position to the extended position upon determining that the wheel assembly  104  has been returned to the neutral position. As another example, the panel  106  can be moved from the extended position to the retracted position in response to an imminent (e.g., within a time or distance threshold) steering movement predicted based on navigation data or autonomous vehicle control information and can be moved from the retracted position to the extended position in response to determining that there is no imminent steering movement predicted. Thus, as will be described further herein, an actuator may be configured to move the panel  106  between the extended position and the retracted position in response to a control signal that is generated based on a sensed condition, wherein the sensed condition is an imminent upcoming steering movement. As one example, the imminent upcoming steering movement may be predicted based on navigation data. As another example, the imminent upcoming steering movement may be predicted based on autonomous vehicle control information. 
     In some implementations, the vehicle  100  uses a ride height control function to control the elevation of the panel  106  with respect to other structures of the vehicle  100 , such as a lower surface of the vehicle body  102  and/or the underbody panel  232 . Ride height control may be implemented using the suspension component  220  and/or other suspension components. Using the ride height control function, the suspension components are controlled to align the panel  106  elevationally with the lower surface of the vehicle body  102  and/or the underbody panel  232  when the panel  106  is in the extended position. Prior to moving the panel  106  to the retracted position, the ride height control function is controlled to lower the elevational position of the panel  106  relative to the lower surface of the vehicle body  102  and/or the underbody panel  232  so that the panel  106  is able to move from the extended position to the retracted position without being obstructed by the vehicle body  102 , the underbody panel  232  and/or other structures of the vehicle  100 . 
       FIG.  3    is an illustration, taken along line B-B of  FIG.  1   , of a panel assembly  306 , which is a first example implementation of the panel  106 . The description of the vehicle  100  and all of its components, including the description of the panel  106 , applies to the panel assembly  306  unless stated otherwise herein. Some components are omitted from  FIG.  3    for clarity, such as the upper control arm  219 , the suspension component  220 , the tie rod  224 , and the propulsion shaft  228 . 
     The panel assembly  306  includes a central portion  334  (e.g., a fixed portion or a fixed central portion), a first retractable panel  335  (e.g., a fore portion), and a second retractable panel  336  (e.g., an aft portion). The central portion  334  is connected to and supported by a lateral link from the vehicle body  102  to the hub assembly  216 , such as the lower control arm  218  in the illustrated implementation. The first retractable panel  335  is located forward relative to the central portion  334 , and the second retractable panel  336  is located rearward relative to the central portion  334 . The first retractable panel  335  and the second retractable panel  336  each have an outboard side  337  (e.g., an outboard periphery portion) that is adjacent to the wheel assembly  104 , an inboard side  338  (e.g., an inboard periphery portion) that is adjacent to the wheel arch wall  210 , and a lateral side  339  (e.g., a lateral periphery portion) that is adjacent to the central portion  334  in the extended position of the panel assembly  306 . 
     A first actuator  340  and a second actuator  341  are connected to the first retractable panel  335  and the second retractable panel  336 , respectively, to move the first retractable panel  335  and the second retractable panel  336  between the extended position (shown in solid lines) and the retracted position (shown in broken lines). The first actuator  340  and the second actuator  341  may be electromechanical actuators that include an electric motor. The first actuator  340  and the second actuator  341  are operated by control signals that may be generated in response to sensed conditions, as discussed with respect to the panel  106 . The first actuator  340  and the second actuator  341  may be operated in unison or independently. 
     In the illustrated example, the first actuator  340  is mounted on the central portion  334  and is connected to the first retractable panel  335 , and the second actuator  341  is mounted on the central portion  334  and is connected to the second retractable panel  336 . Alternatively, the first actuator  340  and the second actuator  341  may be mounted on the lower control arm  218  or the wheel arch wall  210  and connected to the first retractable panel  335  and the second retractable panel  336 , respectively. The extended position of the first retractable panel  335  and the second retractable panel  336  is generally as described previously with respect to the panel  106 . To move the panel assembly  306  to the retracted position, the first actuator  340  and/or the second actuator  341  are used to pivot one or both of the first retractable panel  335  and the second retractable panel  336  around respective pivot axes that are located at the first actuator  340  and the second actuator  341  and which may be generally upright. 
     To allow clearance of the first retractable panel  335  and the second retractable panel  336  relative to the vehicle body  102  and/or the underbody panel  232  ( FIG.  2   ), the first retractable panel  335  and the second retractable panel  336  may be located below the other components, the first retractable panel  335  and the second retractable panel  336  may be lowered prior to pivoting (e.g., using ride height control or a two-stage motion control mechanism incorporated each of the first actuator  340  and second actuator  341 ), or the respective pivot axes of the first retractable panel  335  and the second retractable panel  336  may be inclined so that the first retractable panel  335  and the second retractable panel  336  move downward during pivoting from the extended position to the retracted position and move upward during pivoting from the retracted position to the extended position. 
       FIG.  4    is an illustration, taken along line B-B of  FIG.  1   , of a panel assembly  406 , which is a second example implementation of the panel  106 . The description of the panel assembly  306  applies to the panel assembly  406  unless stated otherwise herein. In the panel assembly  406 , the first actuator  340  and the second actuator  341  are replaced by a first pivot joint  440  and a second pivot joint  441 , which are not actuated but are located and connected in the manner described with respect to the first actuator  340  and the second actuator  341 . The first retractable panel  335  and the second retractable panel  336  are instead connected to the steering mechanism  222  by a first linkage  442  and a second linkage  443  to drive rotation of the first retractable panel  335  and the second retractable panel  336  between the extended position and the retracted position, either in unison or independently, in response to motion of the steering mechanism  222  during steering of the wheel assembly  104 . Connection to the steering mechanism  222  may be direct or may be indirect, for example, by connection to a steered component such as the hub assembly  216 . 
       FIG.  5    is an illustration, taken along line B-B of  FIG.  1   , of a panel assembly  506 , which is a third example implementation of the panel  106 .  FIG.  6    is an illustration of the panel assembly  506  taken along line A-A of  FIG.  1   . The description of the panel assembly  306  applies to the panel assembly  506  unless stated otherwise herein. In the panel assembly  506 , the first actuator  340  and the second actuator  341  are replaced by a first actuator  540  and a second actuator  541 . The first actuator  540  and the second actuator  541  are equivalent to the first actuator  340  and the second actuator  341  but are positioned along the inboard side  338  of the first retractable panel  335  and the second retractable panel  336 , respectively, and connect the first retractable panel  335  and the second retractable panel  336  to the wheel arch wall  210  of the wheel arch  108 . The respective pivot axes of the first actuator  540  and the second actuator  541  are generally horizontal and extend generally in a front to rear direction of the vehicle  100 . In the extended position ( FIG.  5   ) the first retractable panel  335  and the second retractable panel  336  are in a generally horizontal orientation and occupy the interface between the internal space  209  and the external space  203  at the wheel arch opening as previously described. During movement from the extended position to the retracted position, the first retractable panel  335  and the second retractable panel  336  pivot downward and away from the wheel assembly  104 . For example, the outboard side  337  of each of the first retractable panel  335  and the second retractable panel  336  has moved downward relative to the inboard side  338  in the retracted position relative to the extended position. During movement from the retracted position to the extended position, the first retractable panel  335  and the first retractable panel  335  pivot upward and toward the wheel assembly  104 . 
     In the illustrated implementation the first actuator  540  and the second actuator  541  are controllable powered actuators, such as electromechanical actuators. In an alternative implementation, the first actuator  540  and the second actuator  541  can be replaced by pivot joints and the first retractable panel  335  and the second retractable panel  336  can be connected to the steering mechanism  222  by linkages to drive movement of the first retractable panel  335  and the second retractable panel  336  between the extended position and the retracted position as described with respect to  FIG.  4   . 
     The panel assembly  506  is described above as a multi-part structure that includes the central portion  334 , the first retractable panel  335 , and the second retractable panel  336 . It should be understood, however, that the components could be combined into a single panel that is configured in the manner described with respect to the first retractable panel  335  and the second retractable panel  336  and is actuated for movement between the extended and retracted positions using one or more actuators, pivot joints, and/or linkages as described with respect to the panel assembly  506 . 
       FIG.  7    is an illustration, taken along line B-B of  FIG.  1   , of a panel assembly  706 , which is a fourth example implementation of the panel  106 .  FIG.  8    is an illustration, taken along line A-A of  FIG.  1    of the panel assembly  706 . The description of the panel assembly  306  applies to the panel assembly  706  unless stated otherwise herein. In the panel assembly  706 , the first actuator  340  and the second actuator  341  are replaced by a first actuator  740  and a second actuator  741 . The first actuator  740  and the second actuator  741  are equivalent to the first actuator  340  and the second actuator  341  but are positioned at a front end of the first retractable panel  335  and at a front end of the second retractable panel  336 , respectively, and connect the first retractable panel  335  and the second retractable panel  336  to the wheel arch wall  210  of the wheel arch  108 . The respective pivot axes of the first actuator  740  and the second actuator  741  a are generally horizontal and extend at an angle (e.g., forty five degrees) with respect to the front to rear direction of the vehicle  100 . In the extended position ( FIG.  7   ) the first retractable panel  335  and the second retractable panel  336  are in a generally horizontal orientation and occupy the interface between the internal space  209  and the external space  203  as previously described. During movement from the extended position to the retracted position, the first retractable panel  335  and the second retractable panel  336  pivot downward and away from the wheel assembly  104 . For example, the outboard side  337  of each of the first retractable panel  335  and the second retractable panel  336  has moved downward relative to the inboard side  338  in the retracted position relative to the extended position. During movement from the retracted position to the extended position, the first retractable panel  335  and the first retractable panel  335  pivot upward and toward the wheel assembly  104 . 
     In the illustrated implementation the first actuator  740  and the second actuator  741  are controllable powered actuators, such as electromechanical actuators. In an alternative implementation, the first actuator  740  and the second actuator  741  can be replaced by pivot joints and the first retractable panel  335  and the second retractable panel  336  can be connected to the steering mechanism  222  by linkages to drive movement of the first retractable panel  335  and the second retractable panel  336  between the extended position and the retracted position as described with respect to  FIG.  4   . 
       FIG.  9    is an illustration, taken along line B-B of  FIG.  1   , of a panel assembly  906 , which is a fifth example implementation of the panel  106 . The description of the panel assembly  306  applies to the panel assembly  906  unless stated otherwise herein. In the panel assembly  906 , the first actuator  340  and the second actuator  341  are replaced by a first four-bar linkage  940  and a second four-bar linkage  941 . The first four-bar linkage  940  and the second four-bar linkage  941  each include two links that are each have a first end that is pivotally connected to the wheel arch wall  210  and a second end that is pivotally connected to a respective one of the first retractable panel  335  or the second retractable panel  336  of the panel assembly  906 . Alternatively, the first four-bar linkage  940  and the second four-bar linkage  941  could be connected to a lateral link such as the lower control arm  218  instead of the wheel arch wall  210 . The first retractable panel  335  and the second retractable panel  336  move between the extended position (solid lines) and the retracted position (broken lines) by pivoting of the links of the first four-bar linkage  940  and the second four-bar linkage  941 . The first four-bar linkage  940  and the second four-bar linkage  941  may include an actuator (e.g., electromechanical) to apply rotation at one of the pivot joints of each of the first four-bar linkage  940  and the second four-bar linkage  941  or the first retractable panel  335  and the second retractable panel  336  may be connected to the steering mechanism  222  by linkages to drive movement of the first retractable panel  335  and the second retractable panel  336  between the extended position and the retracted position as described with respect to  FIG.  4   . 
       FIG.  10    is an illustration, taken along line B-B of  FIG.  1   , of a panel assembly  1006 , which is a sixth example implementation of the panel  106 , in an extended position.  FIG.  11    is an illustration, taken along line B-B of  FIG.  1   , of the panel assembly  1006  in a retracted position. The description of the panel assembly  306  applies to the panel assembly  1006  unless stated otherwise herein. In the panel assembly  1006 , the first retractable panel  335  and the second retractable panel  336  move between the extended and retracted positions by relative movement of portions of each panel. In the illustrated implementation, each of the first retractable panel  335  and the second retractable panel  336  includes a first panel portion  1042 , a second panel portion  1043 , and a base portion  1044 . The base portion  1044  may be fixedly connected to the wheel arch wall  210 . The first panel portion  1042  is connected to the base portion  1044  and located outward from the base portion  1044  in the extended position. The second panel portion  1043  is connected to the first panel portion  1042  and/or to the base portion  1044  and is located outward from the base portion  1044  in the extended position. The first retractable panel  335  includes a first actuator  1040  (e.g., an electromechanical linear or rotary actuator) and the second retractable panel  336  includes a second actuator  1041  (e.g., an electromechanical linear or rotary actuator) to cause motion of the first panel portion  1042  and the second panel portion  1043  of each of the first retractable panel  335  and the second retractable panel  336  between the extended position and the retracted position. 
     As one example, the first panel portion  1042 , the second panel portion  1043 , and the base portion  1044  may be slidingly connected to each other in a stacked configuration, as shown in  FIG.  12   , in which the first panel portion  1042  is configured to slide over or under the base portion  1044  during movement toward the retracted position and the second panel portion  1043  is configured to slide over or under the first panel portion  1042  during movement toward the retracted position. As another example, the first panel portion  1042 , the second panel portion  1043 , and the base portion  1044  may be connected to each other in a telescoping configuration (e.g., telescopically connected), as shown in  FIG.  13   , in which the first panel portion  1042  is configured to slide into the base portion  1044  during movement toward the retracted position and the second panel portion  1043  is configured to slide into the first panel portion  1042  during movement toward the retracted position. 
     In the illustrated example, the first panel portion  1042  and the second panel portion  1043  are configured to move linearly in a generally inboard direction away from the hub assembly  216  during movement from the extended position to the retracted position. As an alternative, the first panel portion  1042  and the second panel portion  1043  may be configured to pivot in a generally inboard direction away from the hub assembly  216  during movement from the extended position to the retracted position while sliding with respect to each other in a stacked configuration or in a telescoping configuration. 
     The foregoing implementations include a first panel portion  1042  and a second panel portion  1043 . It should be understood that the second panel portion  1043  may be omitted and, alternatively, that additional panel portions can be included to extend the sliding or telescopic configuration. 
     In the illustrated implementation the first actuator  1040  and the second actuator  1041  are controllable powered actuators, such as electromechanical actuators. In an alternative implementation, the first actuator  1040  and the second actuator  1041  can be replaced by linkages that are connected to the steering mechanism  222  to drive movement of the first retractable panel  335  and the second retractable panel  336  between the extended position and the retracted position as described with respect to  FIG.  4   . 
     The panel assembly  1006  is described above as a multi-part structure that includes the central portion  334 , the first retractable panel  335 , and the second retractable panel  336 . It should be understood, however, that the components could be combined into a single panel that is configured in the manner described with respect to the first retractable panel  335  and the second retractable panel  336  and is actuated for movement between the extended and retracted positions using one or more actuators, pivot joints, and/or linkages as described with respect to the panel assembly  1006 . 
       FIG.  14    is an illustration, taken along line B-B of  FIG.  1   , of a panel  1406 , which is a seventh example implementation of the panel  106 , in an extended position.  FIG.  15    is an illustration, taken along line B-B of  FIG.  1   , of the panel  1406  in a retracted position. The description of the panel assembly  306  applies to the panel  1406  unless stated otherwise herein. The panel  1406  is a single panel structure in the illustrated implementation, but could instead include multiple panels that are equivalent to the panel  1406  and arranged, for example, in the manner described with respect to the first retractable panel  335  and the second retractable panel  336 . 
     The panel  1406  includes a base portion  1446 , an inflatable portion  1448  (which may also be referred to as an inflatable panel), tension members  1450 , and an inflator  1452 . The base portion  1446  is connected to a portion of the vehicle body  102  either directly or by connection to a structure that is connected to the vehicle body  102 . In the illustrated implementation, the base portion  1446  is connected to the wheel arch wall  210  in the illustrated implementation. The base portion  1446  serves to support the inflatable portion  1448  and connect the inflatable portion  1448  to the vehicle body  102 . The inflatable portion  1448  is a flexible and inflatable structure that functions to obstruct air flow into the internal space  209  of the wheel arch  108  in the extended position, as previously described with respect to the panel  106  and the panel assembly  306 . For example, in the extended position, the inflatable portion  1448  of the panel  1406  extends generally inboard from the wheel arch wall  210  and the base portion  1446  toward the wheel assembly  104 . The inflatable portion  1448  includes an outboard side  1437  that is located adjacent to the wheel assembly  104  in the extended position and is moved inboard, away from the wheel assembly  104 , to define the retracted position, which provides space for pivoting of the wheel assembly  104  during steering. 
     The panel  1406  is moved between the extended and retracted positions by the inflator  1452 . The inflator  1452  supplies air (or another gas) to the inflatable portion  1448  to pressurize and expand the inflatable portion  1448  in order to move the panel  1406  to the extended position from the retracted position. Air is expelled from the inflatable portion  1448  in order to deflate the inflatable portion  1448  and move the panel  1406  to the retracted position. The inflator  1452  either permits deflation (e.g., by venting) or actively pumps air out of the inflatable portion  1448  to move the inflatable portion  1448  from the extended position to the retracted position. The inflator  1452  may be an actively controlled component or a passive component. In an actively controlled implementation, the inflator  1452  is a pump (e.g., an electrically operated pump) that is controllable by a control signal to inflate and deflate or vent the inflatable portion  1448  to cause the panel  1406  to move between the extended and retracted positions. In a passively controlled component, the inflator  1452  includes an air intake and a duct that connects that air intake to the inflatable portion  1448 . In this implementation the air intake functions as an air scoop that directs air to the inflatable portion  1448  as a function of vehicle speed as a result of changing air pressures and flows at the air scoop as a function of vehicle speed. Thus, air is directed into the inflatable portion  1448  by the air intake of the inflator  1452  when a vehicle speed of the vehicle  100  is above a threshold speed, and air is not directed into the inflatable portion  1448  by the air intake of the inflator  1452  when a vehicle speed of the vehicle  100  is above a below the threshold speed to allow venting. 
     The inflatable portion  1448  may include a flexible bladder  1654  that defines an interior space  1656  as shown in  FIG.  16   , in which the inflatable portion  1448  is in the extended position, and as shown in  FIG.  17   , in which the inflatable portion  1448  is in the retracted position. The flexible bladder  1654  is a flexible structure and may be elastic or inelastic. The tension members  1450  extend from the base portion  1446  to the outboard side  1437  to urge the outboard side  1437  toward the base portion  1446  and therefore away from the wheel assembly  104  and toward the retracted position while air (or another gas) is expelled from the inflatable portion  1448 . In the extended position, air pressure inside the interior space  1656  resists the force exerted by the tension members  1450  and maintains the panel  1406  in the extended position ( FIG.  16   ). When the air pressure is vented, released, or otherwise reduced, the force applied to the flexible bladder  1654  by the tension members  1450  will overcome the air pressure and cause the flexible bladder  1654  to collapse ( FIG.  17   ). The tension members  1450  are configured to urge the flexible bladder  1654  to collapse toward the retracted position, and any suitable material or structure can be used. As one example, the tension members  1450  may be elastic cords. As another example, the tension members  1450  may be cords or straps that attached to springs. The tension members  1450  are located inside the interior space  1656  of the flexible bladder  1654  in the illustrated example, but may alternatively be located on an exterior surface of the inflatable portion  1448 . 
     Multiple panels that are equivalent to the panel  1408  may be provided, and those panels may be separately controlled so that each can be inflated and deflated in accordance with control signals determined based on steering angles, suspension travel, predicted conditions, and other factors. In addition, the panel  1408  may also include multiple inflatable portions that are each equivalent to the inflatable portion  1448  in order to allow independent inflation and deflation of individual sections of the panel  1408  that each correspond to a separate inflatable portion. 
       FIG.  18    is an illustration, taken along line B-B of  FIG.  1   , of a panel assembly  1806 , which is an eighth example implementation of the panel  106 , in an extended position (which may also be referred to as a neutral position).  FIG.  19    is an illustration, taken along line B-B of  FIG.  1   , of the panel assembly  1806  in a retracted position (which may also be referred to as a turning position or a deformed position). The description of the panel assembly  306  applies to the panel assembly  1806  unless stated otherwise herein. The panel assembly  1806  is a flexible structure that is connected to the hub assembly  216  or another portion of the wheel assembly  104  that pivots during steering and is also connected, directly or indirectly, to part of the vehicle body  102 , such as the wheel arch wall  210 . Steering movement of the wheel assembly  104  causes deformation of the panel assembly  1806 , thereby allowing the panel assembly  1806  to obstruct entry of air into the internal space  209  from the external space  203 , without obstructing turning movement of the wheel assembly  104 . 
     The panel assembly  1806  includes a base portion  1846 , a flexible panel  1848 , and a wheel anchor portion  1850 . The base portion  1846  is connected to a portion of the vehicle body  102  either directly or by connection to a structure that is connected to the vehicle body  102 . In the illustrated implementation, the base portion  1846  is connected to the wheel arch wall  210  in the illustrated implementation. The wheel anchor portion  1850  is connected to the hub assembly  216  or to another component that turns in correspondence with steering of the wheel assembly  104 . The flexible panel  1848  extends between and is connected to the base portion  1846  and the wheel anchor portion  1850 . When the wheel assembly  104  turns, the wheel anchor portion  1850  pivots with respect to the base portion  1846 , which causes deformation of the flexible panel  1848 . 
     The flexible panel  1848  is a thin sheet material that is flexible and may be elastic or inelastic. The flexible panel  1848  includes a rolling lobe configuration  1860  that facilitates deformation of the flexible panel  1848  during steering movement of the wheel assembly  104  and during elevational movement of the wheel assembly  104 .  FIG.  20    is a cross section view of the rolling lobe configuration  1860  of the flexible panel  1848  in the extended position, and  FIG.  21    is a cross section view of the rolling lobe configuration  1860  of the flexible panel  1848  in the retracted position. An outboard portion  1861  of the flexible panel  1848  that is located between the rolling lobe configuration  1860  and the wheel anchor portion  1850 . An inboard portion  1862  of the flexible panel  1848  is located between the rolling lobe configuration  1860  and the base portion  1846 . The rolling lobe configuration  1860  includes an intermediate portion  1863  of the flexible panel  1848  that is located between a first lobe  1864  and a second lobe  1865  of the rolling lobe configuration  1860 . 
     The outboard portion  1861  extends from the wheel anchor portion  1850  to the first lobe  1864 . The first lobe  1864  is between the outboard portion  1861  and the intermediate portion  1863  and defines a substantially one-hundred and eighty degree turn between them, turning from the inboard direction to the outboard direction. The intermediate portion  1863  extends in the outboard direction from the first lobe  1864  toward the second lobe  1865 . The second lobe  1865  is between the intermediate portion  1863  and the inboard portion  1862  and defines a substantially one-hundred and eighty degree turn between them, turning from the outboard direction to the inboard direction, followed by the inboard portion  1862 , which extends to the base portion  1846  in the inboard direction. This configuration is an example, and the orientation of the rolling lobe configuration  1860  could be reversed. 
     During turning of the wheel assembly  104  the flexible panel  1848  “rolls” at the first lobe  1864  and the second lobe  1865 . This allows the length of the intermediate portion  1863  of the lobe configuration  1860  to increase and decrease during turning of the wheel assembly  104 . In this manner, the panel assembly  1806  can compress and expand smoothly during movement between the extended position and the retracted position. 
     The flexible panel  1848  of the panel assembly  1806  may be configured so that it can be retracted in order to remove debris that may otherwise accumulate on the top surface of the flexible panel  1848 . For example, the outboard portion  1861  may be retracted toward the inboard portion  1862  manually or using an actuator. 
       FIG.  22    is an illustration of a vehicle  2200  according to an alternative implementation. The vehicle  2200  may be a conventional road-going vehicle that is supported by wheels and tires (e.g., four wheels and tires). The vehicle  2200  may be a passenger vehicle that includes a passenger compartment that is configured to carry one or more passengers. The vehicle  2200  may be a cargo vehicle that is configured to carry cargo items in a cargo compartment. 
     In the illustrated implementation, the vehicle  2200  includes a vehicle body  2202 , a wheel assembly  2204  (e.g., including a wheel and tire), and an adjustable aerodynamic assembly  2206  that is configured to move between a retracted position and an extended position. The adjustable aerodynamic assembly  2206  is positioned in front of a wheel arch  2208  (which may also be referred to as a wheelhouse), and is configured to deflect air flow when in the extended position to reduce the amount of air that enters the wheel arch  2208 . 
       FIG.  23    is an illustration of the adjustable aerodynamic assembly  2206  in the retracted position, and  FIG.  24    is an illustration of the adjustable aerodynamic assembly  2206  in the extended position. The adjustable aerodynamic assembly  2206  includes a flap  2370 , an actuator assembly  2371 , and a closure panel  2372 . 
     The flap  2370  is located in a housing  2373  that is connected to, located in, and/or defined by the vehicle body  2202 . The housing  2373  is located forward from the wheel arch  2208 . The flap  2370  may be completely inside the housing  2373  and isolated from airflow outside the housing in the retracted position, and may extend downward out of the housing  2373  in the extended position in order to disrupt airflow in front the of the wheel assembly  2204  in the extended position, by virtue of its position in from the wheel assembly  2204  and the wheel arch  2208 . 
     An interior of the housing  2373  is separated from the outside environment when closed. The closure panel  2372  is connected to the housing  2373  and/or the vehicle body  2202 , such as by a pivot joint  2374 , to allow movement of the closure panel  2372  between a closed position ( FIG.  23   ) and an open position ( FIG.  24   ) to open and close the housing  2373 . In the illustrated implementation, the closure panel  2372  is urged toward the closed position by a spring force, which is applied by a spring  2375  that is operably connected to the closure panel  2372  in a suitable manner. 
     In the closed position, the closure panel  2372  blocks access to the interior of the housing  2373 , and is positioned such that it is generally coincident with (e.g., aligned with) adjacent surfaces of the vehicle body  2202 , such as a lower surface  2376  thereof, which may be a lower surface of a bumper or other portion of the vehicle body  2202  that is positioned forward from the wheel assembly  2204  and the wheel arch  2208 . In the open position, the closure panel  2372  is angled downward relative to the adjacent surfaces of the vehicle body  2202 , in order to allow the flap  2370  to extend downward out of the housing  2373  and downward relative to the closure panel  2372  as well. 
     The actuator assembly  2371  is configured to support the flap  2370  relative to the housing  2373  and to cause movement of the flap  2370  between the retracted position and the extended position. As an example, the actuator assembly  2371  may support the flap  2370  such that the flap  2370  pivots relative to the housing  2373  and the vehicle body  2202  during movement between the retracted position and the extended position. As examples, the actuator assembly  2371  may be implemented using electromechanical actuator components, such as a rotary electric motor or a linear electric actuator (e.g., a screw drive or a linear motor), which may be used in combination with structures that are used to guide and constrain motion of the flap  2370 , such as joints, tracks, sliding structures, and other conventional components. The actuator assembly  2371  may be configured to move the flap  2370  other than by pivoting. For example, the actuator assembly may be configured to cause the flap  2370  to translate between the retracted position and the extended position. 
     As the flap  2370  moves from the retracted position toward the extended position, engagement of the flap  2370  with the closure panel  2372  causes the closure panel  2372  to move from the closed position to the open position. For example, the closure panel  2372  may move from the closed position to the open position by pivoting at the pivot joint  2374  against the force of the spring  2375 , and may return to the closed position according to the force applied by the spring  2375  as the flap  2370  returns to the retracted position from the extended position. Thus, the actuator assembly  2371  may be configured to move the flap  2370  between the retracted position and the extended position, and the closure panel  2372  is moved from the closed position to open position by engagement of the flap  2370  with the closure panel  2372  during movement of the flap  2370  from the retracted position to the extended position. Alternatively, the closure panel  2372  may be actively moved, for example, by configuring the actuator assembly  2371  or a separate actuator to cause movement of the closure panel  2372 . 
       FIG.  25    is a block diagram that shows an example implementation of a vehicle  2580 , which can be used to implement the vehicle  100 . In the illustrated implementation, the vehicle  2580  includes a vehicle body  2581 , a suspension system  2582 , a propulsion system  2583 , a braking system  2584 , a steering system  2585 , a sensing system  2586 , and a control system  2587 . These are examples of vehicle systems that are included in the vehicle  2580 . Other systems can be included in the vehicle  2580 . 
     The vehicle body  2581  is a structural component of the vehicle  2580  through which other components are interconnected and supported. The vehicle body  2581  may, for example, include or define a passenger compartment for carrying passengers. The vehicle body  2581  may include structural components (e.g., a frame, subframe, unibody, monocoque, etc.) and aesthetic components (e.g., exterior body panels). 
     The suspension system  2582  supports a sprung mass of the vehicle  2580  with respect to an unsprung mass of the vehicle  2580 . The suspension system  2582  is an active suspension system that is configured to control generally vertical motion of the wheels. Broadly speaking, the suspension system  2582  controls vertical motion of the wheels of the vehicle  2580  relative to the vehicle body  2581 , for example, to ensure contact between the wheels and a surface of a roadway and to reduce undesirable movements of the vehicle body  2581 . The suspension system  2582  includes components (e.g., actuators) that are configured to transfer energy into and absorb energy from the wheels, such as by applying upward and downward forces to introduce energy into and absorb energy from the wheels. The components of the suspension system  2582  may be operated in accordance with signals from sensors in the sensing system  2586  and under control from the control system  2587 , for example, in the form of commands transmitted from the control system  2587  to the suspension system  2582 . 
     The propulsion system  2583  includes propulsion components that are configured to cause motion of the vehicle  2580  (e.g., accelerating the vehicle  2580 ). The propulsion system  2583  may include components such that are operable to generate torque and deliver that torque to one or more wheels (e.g., road wheels that contact the road through tires mounted on the road wheels). Examples of components that may be included in the propulsion system  2583  include motors, gearboxes, and propulsion linkages (e.g., drive shafts, half shafts, etc.). Motors included in the propulsion system  2583  may be, as examples, an internal combustion engine powered by a combustible fuel or one or more electric motors that are powered by electricity (e.g., from a battery). Electric motors that are included in the propulsion system  2583  may further be configured to operate as generators that charge the battery in a regenerative braking configuration. 
     The braking system  2584  provides deceleration torque for decelerating the vehicle  2580 . The braking system  2584  may include friction braking components such as disk brakes or drum brakes. The braking system  2584  may use an electric motor of the propulsion system to decelerate the vehicle by electromagnetic resistance, which may be part of battery charging in a regenerative braking configuration. 
     The steering system  2585  is operable to cause the vehicle to turn by changing a steering angle of one or more wheels of the vehicle  2580 . As one example, one or more wheels of the vehicle may each include an independently operated steering actuator. As another example, two wheels of the vehicle  2580  may be connected by steering linkages to a single steering actuator or to a manually operated steering device. 
     The sensing system  2586  includes sensors for observing external conditions of the environment around the vehicle  2580  (e.g., location of the roadway and other objects) and conditions of the vehicle  2580  (e.g., acceleration and conditions of the various systems and their components). The sensing system  2586  may include sensors of various types, including dedicated sensors and/or components of the various systems. For example, actuators may incorporate sensors or portions of actuators may function as sensors such as by measuring current draw of an electric motor incorporated in an actuator. The suspension system  2582  may, for example, be controlled using acceleration sensors that are connected to a sprung mass of the vehicle  2580 , to an unsprung mass of the vehicle  2580 , and/or to one or more suspension actuators of the vehicle  2580 . 
     The control system  2587  includes communication components (i.e., for receiving sensor signals and sending control signals) and processing components (i.e., for processing the sensor signals and determining control operations), such as a controller. The control system  2587  may be a single system or multiple related systems. For example, the control system  2587  may be a distributed system including components that are included in other systems of the vehicle  2580 , such as the suspension system  2582 , the propulsion system  2583 , the braking system  2584 , the steering system  2585 , the sensing system  2586 , and/or other systems. 
     The control system  2587  may control operation of the panel  106  and other panel implementations described herein for separating the internal space  209  of the wheel arch  108  from the external space  203  under the vehicle body  102  of the vehicle  100 . Operation of the panel  106  may be controlled based on vehicle speed (e.g., comparison to a threshold), vehicle location corresponding to limited access highway or local street as determined using navigation map information, an anticipated turn using navigation data or autonomous control data, an actual turn based on a sensed turning angle or turning command, sensed conditions ahead of the vehicle  2580  such as upcoming roadway features that could cause suspension travel (e.g., bumps, potholes, etc., ahead of the vehicle  2580  determined by interpreting sensor outputs from the sensing system  2586 ), or other factors. 
       FIG.  26    is a block diagram that shows a controller  2690  that may be used to implement the control system  2587  and/or other computer-implemented systems that are described herein. The controller  2690  may include a processor  2691 , a memory  2692 , a storage device  2693 , one or more input devices  2694 , and one or more output devices  2695 . The controller  2690  may include a bus or a similar device to interconnect the components for communication. The processor  2691  is operable to execute computer program instructions and perform operations described by the computer program instructions. As an example, the processor  2691  may be a conventional device such as a central processing unit. The memory  2692  may be a volatile, high-speed, short-term information storage device such as a random-access memory module. The storage device  2693  may be a non-volatile information storage device such as a hard drive or a solid-state drive. The input devices  2694  may include any type of human-machine interface such as buttons, switches, a keyboard, a mouse, a touchscreen input device, a gestural input device, or an audio input device. The output devices  2695  may include any type of device operable to provide an indication to a user regarding an operating state, such as a display screen or an audio output, or any other functional output or control. 
     As used in the claims, phrases in the form of “at least one of A, B, or C” should be interpreted to encompass only A, or only B, or only C, or any combination of A, B and C. 
     As described above, one aspect of the present technology is vehicle control, which may, in some implementations, include the gathering and use of data available from various sources to customize operation of vehicle systems based on user preferences. The present disclosure contemplates that in some instances, this gathered data may include personal information data that uniquely identifies or can be used to contact or locate a specific person. Such personal information data can include demographic data, location-based data, telephone numbers, email addresses, twitter ID&#39;s, home addresses, data or records relating to a user&#39;s health or level of fitness (e.g., vital signs measurements, medication information, exercise information), date of birth, or any other identifying or personal information. As one example, information describing user preferences may be collected to adjust vehicle operating parameters. The vehicle may include sensors that are used to control operation of the vehicle, and these sensors may obtain information (e.g., still pictures or video images) that can be used to identify persons present in the image. 
     The present disclosure recognizes that the use of such personal information data, in the present technology, can be used to the benefit of users. For example, the personal information data can be used to develop a user profile that describes user preferences. 
     The present disclosure contemplates that the entities responsible for the collection, analysis, disclosure, transfer, storage, or other use of such personal information data will comply with well-established privacy policies and/or privacy practices. In particular, such entities should implement and consistently use privacy policies and practices that are generally recognized as meeting or exceeding industry or governmental requirements for maintaining personal information data private and secure. Such policies should be easily accessible by users and should be updated as the collection and/or use of data changes. Personal information from users should be collected for legitimate and reasonable uses of the entity and not shared or sold outside of those legitimate uses. Further, such collection/sharing should occur after receiving the informed consent of the users. Additionally, such entities should consider taking any needed steps for safeguarding and securing access to such personal information data and ensuring that others with access to the personal information data adhere to their privacy policies and procedures. Further, such entities can subject themselves to evaluation by third parties to certify their adherence to widely accepted privacy policies and practices. In addition, policies and practices should be adapted for the particular types of personal information data being collected and/or accessed and adapted to applicable laws and standards, including jurisdiction-specific considerations. For instance, in the US, collection of or access to certain health data may be governed by federal and/or state laws, such as the Health Insurance Portability and Accountability Act (HIPAA); whereas health data in other countries may be subject to other regulations and policies and should be handled accordingly. Hence different privacy practices should be maintained for different personal data types in each country. 
     Despite the foregoing, the present disclosure also contemplates embodiments in which users selectively block the use of, or access to, personal information data. That is, the present disclosure contemplates that hardware and/or software elements can be provided to prevent or block access to such personal information data. For example, the present technology can be configured to allow users to select to “opt in” or “opt out” of participation in the collection of personal information data during registration for services or anytime thereafter. In another example, users can select not to provide personal data for use in operation of the vehicle. In yet another example, users can select to limit the length of time personal data is maintained or entirely prohibit the use and storage of personal data. In addition to providing “opt in” and “opt out” options, the present disclosure contemplates providing notifications relating to the access or use of personal information. For instance, a user may be notified upon downloading an app that their personal information data will be accessed and then reminded again just before personal information data is accessed by the app. 
     Moreover, it is the intent of the present disclosure that personal information data should be managed and handled in a way to minimize risks of unintentional or unauthorized access or use. Risk can be minimized by limiting the collection of data and deleting data once it is no longer needed. In addition, and when applicable, including in certain health related applications, data de-identification can be used to protect a user&#39;s privacy. De-identification may be facilitated, when appropriate, by removing specific identifiers (e.g., date of birth, etc.), controlling the amount or specificity of data stored (e.g., collecting location data a city level rather than at an address level), controlling how data is stored (e.g., aggregating data across users), and/or other methods. 
     Therefore, although the present disclosure broadly covers use of personal information data to implement one or more various disclosed embodiments, the present disclosure also contemplates that the various embodiments can also be implemented without the need for accessing such personal information data. That is, the various embodiments of the present technology are not rendered inoperable due to the lack of all or a portion of such personal information data. For example, vehicle operating parameters can be determined using non-personal information data or a bare minimum amount of personal information, other non-personal information available to the devices, or publicly available information.

Metadata:
Filing Date: 20220113
Publication Date: 20241015
Grant Date: 20241015
Priority Date: 20210303
Inventors: YEOMANS, PAUL D.
KAUFHOLD, PAUL D.
BAUM, Moshe J.
Assignee: APPLE INC
CPC Classifications: [{"code": "B62D35/02", "inventive": true, "first": false, "tree": "[]"}, {"code": "B62D37/02", "inventive": false, "first": false, "tree": "[]"}, {"code": "B62D35/005", "inventive": true, "first": true, "tree": "[]"}, {"code": "B62D37/02", "inventive": false, "first": false, "tree": "[]"}, {"code": "B62D35/005", "inventive": true, "first": false, "tree": "[]"}, {"code": "B62D35/02", "inventive": true, "first": true, "tree": "[]"}, {"code": "B62D37/02", "inventive": false, "first": false, "tree": "[]"}, {"code": "B62D35/005", "inventive": true, "first": false, "tree": "[]"}, {"code": "B62D35/02", "inventive": true, "first": true, "tree": "[]"}]
Family ID: 93018413