Air deflector device for a passenger car and passenger car

Abstract

The invention relates to an air deflector (14) for the front (12) of a passenger vehicle (10), which has at least one air deflector element (22) which can be moved at least in a local region at least in the vehicle vertical direction between a raised position (S1) and a lowered position (S2). The air deflector is characterized in that it has a splitter (16) which is connected to the air deflector element (22) by means of at least one portion (T1) of elastically deformable material which can be deformed elastically more strongly with increasing speed of the circumferential flow (26) and which forms at least a portion of the airfoil section (T) in the lowered position (S2), whereby a downward pressure (F) acting in the vehicle vertical direction can be generated when the airfoil section (T) is circumferentially flowed around (26) by air in the vehicle longitudinal direction from front to back.

Description

Technical Field

[0001] This invention relates to an air deflector for the front of a passenger vehicle. The invention also relates to a passenger vehicle having such an air deflector. Background Technology

[0002] DE 10 2015 012 895 A1 discloses a trim device for the front end of a passenger car, comprising a front trim member with a front spoiler defined at its lower end by a gate member. DE 36 13303C1 discloses an aerodynamically lowerable floor trim for the front end of a vehicle. Furthermore, DE 10 2016 007 273 A1 discloses a trim device for the front end of a passenger car.

[0003] A similar document, DE 31 32 341 A, describes a car front end with an air deflector comprising a front fender with a rounded front edge, pivotally mounted at its rear end and positioned below the bumper. The front fender can rotate between a lowered and raised position, wherein the lowered position functions as a diffuser.

[0004] DE 10 2016 122 932 B4 describes a motor vehicle with a diffuser at its front end as an aerodynamic device to increase the downforce at the front of the vehicle, which diverts the airflow toward the vehicle and directs a portion of the airflow downward toward the road. Summary of the Invention

[0005] The objective of this invention is to provide an air deflector for the front of a passenger vehicle and a passenger vehicle having such an air deflector, thereby achieving high aerodynamic efficiency.

[0006] According to the present invention, this task is accomplished by an airflow deflector and by a passenger vehicle.

[0007] The first aspect of the invention relates to an air deflector for the front of a passenger vehicle, and therefore for the front end of a passenger vehicle. This means that the passenger vehicle has the air deflector at its front end in its manufactured state. The air deflector has at least one air deflector element. The air deflector element is, for example, a trim piece or trim section, thereby covering and thus lining at least one passenger vehicle area disposed vertically downwards in the front of the passenger vehicle. This area is, for example, an engine compartment area that can accommodate a drive engine, particularly designed as an internal combustion engine, for driving the passenger vehicle. In particular, the engine compartment is at least partially, especially at least mainly and therefore more than half, or as specified in a particularly preferred embodiment, completely covered and thus lined by the air deflector element vertically downwards in the vehicle. Alternatively or additionally, at least another component of the passenger vehicle, especially separately constructed from the air deflector element, can be at least partially disposed in the aforementioned area, such that the component is at least partially covered and thus lined by the air deflector element vertically downwards in the vehicle. This component is, for example, a support element, especially a longitudinal beam. The support element can be part of the self-supporting body of the passenger vehicle. Alternatively, the component could be the aforementioned drive engine of a passenger vehicle, which is therefore, for example, at least partially, especially at least primarily or completely, covered and thus lined by air deflectors in the vertical direction of the vehicle.

[0008] The air deflector is movable, at least in a localized area, in the vertical direction of the vehicle, between a raised position and a lowered position, particularly relative to that area or relative to the component. The raised position means that the air deflector, or at least a localized area therein, is arranged closer to the component in the vertical direction of the vehicle compared to the lowered position, and thus, in the lowered position, the air deflector, or the localized area therein, is arranged further away from the component in the vertical direction of the vehicle compared to the raised position. In other words, for example, when a passenger vehicle is stopped or traveling along a road, for example, at least substantially level, the air deflector is arranged closer to the road in the vertical direction of the vehicle in the lowered position than in the raised position, and thus, in the raised position, the air deflector is arranged further away from the road in the vertical direction of the vehicle compared to the lowered position. This means that the distance between the air deflector, or a localized area of ​​the air deflector, extending vertically in the vehicle, and the road is smaller in the lowered position than in the raised position.

[0009] To achieve high aerodynamic efficiency in passenger vehicles, this invention specifies an airflow deflector with a splitter connected to the airflow deflector via at least one portion made of an elastically deformable material. This portion is capable of increasingly significant elastic deformation with increasing surrounding airflow velocity. Furthermore, the airflow deflector forms at least a portion of an airfoil section in a lowered position, thereby generating a downward pressure acting vertically on the vehicle when the airfoil section is surrounded by airflow in the longitudinal direction of the vehicle. This means that, compared to an aircraft airfoil section which generates upward lift in the vertical direction when surrounded by airflow, and thus causes lift, the airfoil section of this invention is an inverted, i.e., an upside-down airfoil section. When the airfoil section according to the invention is surrounded by airflow in the longitudinal direction of the vehicle, and thus, for example, when the passenger vehicle is moving forward, this airfoil section generates a downward pressure acting vertically on the vehicle, and thus causes so-called downforce. Thus, the passenger vehicle, also referred to as a vehicle, can be said to be attracted, drawn, or pressed downwards towards the road in the vertical direction of the vehicle.

[0010] In the airflow deflector of the present invention, it is preferably specified that when the airflow deflector is in the raised position, only the diffuser is effective, which divides the airflow flowing towards the front area of ​​the vehicle into several parts, of which a portion of the airflow is guided downwards from the vehicle. In the functional position of the airflow deflector, the plate-shaped airflow deflector is preferably arranged relative to the ground, especially the road, so that it does not achieve or does not achieve a significant diffuser effect. If the airflow deflector is now moved to its lowered position, the space below the airflow deflector to the road is reduced, thereby accelerating the airflow flowing towards the front area of ​​the vehicle, or the portion of the airflow that is turned downwards from the diffuser. Now, a diffuser is formed by means of the airflow deflector, which correspondingly results in downward pressure in the front compartment area.

[0011] Furthermore, this invention specifies that the air deflector has at least one portion made of an elastically deformable, particularly rubber-deformable, material. Because this portion, also referred to as the first portion, is made of an elastically deformable, particularly rubber-deformable, material, the first portion itself can be elastically deformable, particularly rubber-deformable. This material is, for example, rubber or an elastomer. The portion made of the elastically deformable material can elastically deform more strongly as the surrounding flow velocity increases. This means that as the relative velocity between the air deflector and the air flowing around the air deflector longitudinally in the vehicle's longitudinal direction, for example, when the passenger car is moving forward, increases, the first portion elastically deforms more and more noticeably. In other words, for example, when the passenger car first stops on the aforementioned road and the air deflector, or at least a portion thereof, moves from a raised position (also called the retracted position) to a lowered position (also called the withdrawn position), the air deflector or at least a portion thereof is initially in the lowered position. If the passenger vehicle then begins to travel along the road while the air deflector is in the lowered position (removed position), the air deflector in the lowered position, as the passenger vehicle moves forward, is surrounded by airflow, specifically from front to back in the longitudinal direction of the vehicle. As the speed of the passenger vehicle increases along the road, the aforementioned relative velocity between the air deflector in the lowered position and the air flowing around the air deflector from front to back in the longitudinal direction of the vehicle increases, wherein at least one force originating from this surrounding flow and acting on the air deflector initially in the lowered position increases. Thus, especially when the travel speed and the relative velocity therefore exceed a certain limit and increase, the first part of the elastic deformation occurs. Through the elastic deformation originating from the increased relative velocity, at least a local area of ​​the air deflector can be lowered vertically in the vehicle from the lowered position. This means that the elastic deformation of the first part originating from the increased relative velocity or forward movement, especially the elastic deformation of the rubber, causes at least that local area or the air deflector to move further downward in the vehicle's vertical direction from the lowered position, i.e., to be further lowered. Thus, the distance between the air deflector or local area extending vertically in the vehicle and the road is further reduced compared to the lowered position, wherein the further reduction of the air deflector or at least the local area from the lowered position preferably originates solely from the surrounding flow of the wing section, and the air deflector or local area is actively lowered without the aid of an actuator.

[0012] Within the scope of this invention, aerodynamic efficiency refers to the ratio of a passenger vehicle's downforce to its air resistance. Particularly high aerodynamic efficiency is desirable for powerful vehicles operating in both public transportation and closed racing circuits, enabling short lap times on racing tracks. However, for vehicles operating in public road traffic, the vehicle should be suitable for everyday use, particularly regarding its ground clearance or ground angle and its approach / departure angle. In this context, the air deflector of this invention is a flexible, on-demand system that allows for both high downforce and consequently high aerodynamic efficiency in passenger vehicles, while also allowing for good everyday usability and efficiency in public road traffic. In the raised position, the vertical distance between the air deflector and the road is sufficiently large to give the passenger vehicle a sufficiently high ground clearance or ground angle. This allows the passenger vehicle to move smoothly in everyday situations and, in particular, to pass over objects such as curbs without collisions. In the raised position of the air deflector, only or essentially only the diffuser functions, thereby splitting the airflow from front to rear toward the front of the vehicle longitudinally as the passenger car moves forward, specifically into an upward flow vertically above the vehicle and a downward flow vertically below the vehicle, such as flowing beneath the passenger car. In the lowered and / or shifted positions, the air deflector acts, for example, as a diffuser, thereby achieving a particularly advantageous downward pressure. The movement or shifting of the air deflector between these positions can be achieved, for example, manually by the passenger car driver operating a control located in the passenger car cabin.

[0013] The movement of the air deflector from the raised position to the lowered position results in the formation of the aforementioned inverted wing section, also known as the wing section. As is already known from common wing sections in the general art, the wing section accelerates the air flowing around the wing section longitudinally from front to rear in the vehicle, specifically according to the invention, in such a way that it generates a downward pressure acting vertically downwards on the vehicle. This air acceleration causes a decrease in pressure between the air deflector and the road, also known as the ground, for example, compared to the lowered position, thereby drawing the passenger car, especially according to the Venturi effect, towards or pressing it towards the road. At the same time, the air resistance of the passenger car is thus reduced, especially compared to the raised position, thereby achieving high aerodynamic efficiency.

[0014] The air deflector can be actively moved between a lowered and raised position, for example, by means of an adjustment mechanism. It is also conceivable that, at least in the case of lowering or pivoting, the tilting of the air deflector is automatic solely due to its weight, especially after unlocking, locking, or other locking. Since at least the portion disposed between the diffuser and the air deflector is made of an elastically deformable material, an active elastic aerodynamic profile is provided, which elastically deforms, i.e., deforms, due to the negative pressure acting on the air deflector as the driving speed increases. This negative pressure arises particularly from the downward pressure generated by the airfoil section acting vertically downwards on the vehicle. The deformation of the first portion and the resulting further lowering of at least that local area from the lowered position reduces the distance between the air deflector and the ground, thereby further increasing the downward pressure, particularly at the front axle of the passenger car. The enhanced or increased elastic deformation of the first portion of the air deflector and the subsequent gradual lowering of at least that local area of ​​the air deflector are accompanied by stronger downward pressure, and this is especially caused by the increase in the forward speed of the passenger car.

[0015] Another advantage of the elastically deformable first part of the air deflector is that it enables favorable landing management. Thus, damage to the air deflector can be avoided, for example, when it lands on an object, such as on a road. If, for example, the air deflector in a lowered position or another lowered position collides with an object, such as on a road, resulting in an impact or force acting vertically upwards on the air deflector, the elastically deformable portion of the air deflector can avoid the impact, force, or force, especially vertically upwards, by elastically deforming the first part of the air deflector due to the impact, force, or force. Subsequently, after the impact and therefore after the impact, force, or force has ceased, the elastically deformed portion and, consequently, the air deflector return or rebound to its initial position at the time of the collision. This effectively and simply avoids excessive damage to the air deflector.

[0016] In summary, the present invention offers the advantage of exhibiting a large downforce gain at the front axle while reducing air resistance compared to common solutions. This results in high aerodynamic efficiency for passenger vehicles. Because the elastic portion of the air deflector deforms more strongly with increasing speed, at least a localized area of ​​the air deflector is further lowered relative to the lowered position with increasing speed, thus further increasing the downforce. Actuators such as electric, hydraulic, or pneumatic actuators can be omitted to further lower the air deflector, or at least a localized area thereof, from the lowered position. At high cornering speeds or large lateral accelerations in passenger vehicles, the increased downforce at the front axle enhances directional stability. Drivers thus enjoy particularly precise steering feel and agile steering maneuvers. Furthermore, the raised position ensures particularly advantageous everyday usability.

[0017] In order to further reduce at least a local area of ​​the air deflector particularly effectively as the driving speed increases, in one embodiment of the invention, the airfoil section is provided to be locally formed by an air deflector portion made of an elastically deformable material.

[0018] In a preferred embodiment, the air deflector and / or diverter is made of a non-rubber elastic deformable material. In another particularly advantageous embodiment of the invention, the material is fiber-reinforced plastic, especially carbon fiber-reinforced plastic. This allows for maintaining a very low weight of the air deflector while achieving particularly high rigidity, thus enabling the air to be advantageously guided. Consequently, particularly high aerodynamic efficiency can be exhibited.

[0019] Another embodiment features a portion of the airflow device made of an elastically deformable material that is at least partially part of a localized area of ​​the airflow guide that can move between a raised and a lowered position. This elastic portion can be sprayed, for example, onto the airflow guide and perhaps also onto a diffuser. Thus, air flowing toward and around the airflow guide can flow particularly advantageously, and especially directly toward and around the elastic portion, allowing it to effectively elastically deform and consequently advantageously lower at least that localized area, especially without the use of a separate additional actuator.

[0020] Ultimately, it is particularly advantageous that the diffuser, the resilient section, and the air deflector are movably mounted or mountable as a single unit in the horizontal direction within the passenger vehicle, and together are displaceable between a position retracted into the front of the vehicle and a forward-moving position. This means that it is preferably specified that the movement of a localized area of ​​the air deflector in the vertical direction of the vehicle between said positions can be superimposed on a translational movement, particularly relative to the component, in the longitudinal direction of the vehicle. It is also conceivable that the unit moves out first when the air deflector is in the raised position, and then the air deflector lowers. If the unit should then retract, the air deflector is first moved to its raised position, and then the retraction of the unit occurs subsequently.

[0021] A second aspect of the invention relates to a passenger vehicle having an air deflector according to the invention. The advantages and advantageous designs of the first aspect of the invention should be considered as advantages and advantageous designs of the second aspect of the invention, and vice versa. Attached Figure Description

[0022] Other advantages and details of the invention will become apparent from the following description and in conjunction with the figures, wherein:

[0023] Figure 1 A partial frontal perspective view of a passenger vehicle is shown, with an air deflector provided at the front, which has an air deflector including at least one part made of an elastically deformable material.

[0024] Figure 2 A partial side view of the passenger vehicle is shown;

[0025] Figure 3 This shows another frontal perspective view of a portion of a passenger vehicle;

[0026] Figure 4 This is a schematic diagram showing another side view of a portion of the passenger vehicle;

[0027] Figure 5 The following are schematic cross-sectional side views of parts of the airflow guiding device;

[0028] Figure 6 Other cross-sectional side views of the air deflector are shown respectively; and

[0029] Figure 7 Another cross-sectional side view of a portion of the air deflector is shown. Detailed Implementation

[0030] In the figures, identical or functionally identical parts are marked with the same reference numerals, and therefore reference is made to the description of the previous figures.

[0031] Figure 1A front-view perspective schematic shows a portion of a passenger vehicle 10, with an air deflector 14 mounted on its front 12. The air deflector 14 includes, for example, a so-called splitter 16, an aerodynamic device specifically designed to increase downforce at the front of the vehicle. As the passenger vehicle moves forward, the airflow toward the front region of the vehicle is split, with one portion of the airflow directed upwards and used, for example, to cool components or the powertrain, while another portion is directed downwards. Because the air deflector 14 or splitter 16 has a corresponding profile / section, preferably an opposite airfoil section, or at least a section consistent with the opposite airfoil section in its operation, the air directed downwards to the splitter 14 is accelerated as it flows under the passenger vehicle. This creates negative pressure and thus achieves downforce at the front axle.

[0032] The diffuser 16 is preferably designed as a plate, wherein it extends horizontally or substantially horizontally and extends through a local area of ​​the passenger vehicle at least in the vehicle's transverse direction (y-direction in the vehicle coordinate system). Additionally, the air deflector 14 has a rounded or substantially rounded front edge 17.

[0033] Combination Figure 2 As can be seen in general, the passenger vehicle 10 has a front bumper liner 18 at its front 12, which connects, for example, upward in the vertical direction of the vehicle to the air deflector 14 and / or the diffuser 16. With the help of the bumper liner 18, the front curved crossbeam of the passenger vehicle 10, which is not visible in the figure, is covered and thus lined forward in the longitudinal direction of the vehicle and perhaps outward on both sides in the transverse direction of the vehicle.

[0034] The passenger vehicle 10 also has an area at its front 12 designed as an engine compartment, in which a drive engine designed as an internal combustion engine for driving the passenger vehicle 10 is housed. At least a partial area of ​​the engine compartment is covered forward in the longitudinal direction of the vehicle by a grille 20, also referred to as a cooling grille, over which air can flow, for example, as the passenger vehicle 10 moves forward. Air flowing from front to rear in the longitudinal direction of the vehicle through the grille 20 flows into the engine compartment and, for example, can flow to and around a cooler located in the engine compartment. The cooler and the drive engine are, for example, components or parts of the passenger vehicle 10 housed in the engine compartment.

[0035] Especially good at combining Figure 5-7 As can be seen in the overview, the air deflector 14, in addition to the splitter 16, also has at least one air deflector 22. For example, at least a portion of the engine compartment may be covered and thus lined downwards in the vertical direction of the vehicle by the air deflector 22, so that the air deflector 22 can be a lining. Alternatively or additionally, at least a portion of at least one of the components may be covered and thus lined downwards in the vertical direction of the vehicle (the z-direction in the vehicle coordinate system) by the air deflector 22. In particular, it is conceivable that the air deflector 22 is a component of the splitter 16.

[0036] If possible Figure 1-5 As can be seen, the air deflector 22 can move at least in the vertical direction of the vehicle and also in the longitudinal direction of the vehicle (x direction in the vehicle coordinate system) between the raised position S1, also known as the retracted position, and the lowered position S2, also known as the extended / removed position, particularly relative to the aforementioned components of the passenger car 10 and preferably relative to the self-supporting body.

[0037] As in Figure 4 As indicated by arrows 24 and 25, to move the air deflector 22 from the raised position S1 to the lowered position S2, the entire air deflector 14, i.e., the unit / assembly including the splitter 16, the elastic part T1, and the air deflector 22, is first moved forward in the longitudinal direction of the vehicle in the direction of arrow 24. After reaching the moved-out position, the air deflector 22 is moved downward in the vertical direction of the vehicle in the direction of arrow 25, especially relative to its respective components. To move the air deflector 22 from the lowered position S2 to the raised position S1, the air deflector 22 is moved upward in the vertical direction of the vehicle and backward in the longitudinal direction of the vehicle relative to its respective components, especially relative to the body, also known as the body-in-white.

[0038] For example, especially easy from Figure 5 As seen below, at least in the lowered position S2, the air deflector 22, together with the splitter 16 and another part T1 (described in detail below), forms an airfoil profile / airfoil section T, by means of which, when the airfoil section T is in the longitudinal direction of the vehicle from front to rear, as in Figure 5 When the air flows around the vehicle, as indicated by arrow 26, it can produce a vertically downward force that is also present in the vehicle's vertical direction. Figure 5 The downward force is represented by the force arrow F.

[0039] As is known from the prior art, the wing surface and wing section of an aircraft generate a vertically upward lift force when air flows around the wing section from front to back, thus causing lift and consequently, aircraft flight. In contrast to this wing section of an aircraft, the wing section T of the airflow deflector 14 is an inverted or nose-down wing section because when… Figure 5 As the air, indicated by arrow 26, flows longitudinally from front to rear around the wing section T of the vehicle, the wing section T generates a downward pressure acting vertically on the vehicle, thus causing a downforce. Therefore, for example, a passenger car 10 along a road 28, also known as the ground... Figure 5 ) When moving forward, it is sucked or pressed towards the road 28.

[0040] The air deflector 14 or air deflector 22 at least has this portion T1, which is made of an elastically deformable or rubber-elastically deformable material, especially rubber or elastomer material, and is therefore elastically deformable or rubber-elastically deformable. The portion T1 is designed, for example, as a lip, especially a rubber lip, and is a connector between the air deflector 22 and the splitter 16. For this purpose, the portion T1 is fixed at one end to the splitter 16, preferably in its front edge 17 region, especially below the front edge and offset rearward in the vehicle longitudinal direction, and at the other end fixed to the front lateral edge region of the air deflector 22. The air deflector 22 is pivotally mounted in its rear edge region about an axis preferably extending laterally in the vehicle, such that the air deflector 22 can be lowered or raised while retaining the front edge region of the portion T1. Combined with the pivotal mounting about the axis, this allows for tilting and pitching of the air deflector 22. In or from the lowered position S2, as the velocity of the surrounding flow increases, i.e., as the relative velocity between the surrounding flow (indicated by arrow 26) and the airfoil section T increases, a portion of T1 can undergo increasingly strong elastic or rubber-elastic deformation. This can cause at least a local area of ​​the air deflector 22, or the air deflector 22 itself, to be further lowered vertically in the vehicle from the removed position S2 by pivoting the air deflector 22 about a pivot bearing on its rear end, so that its front edge area is close to the ground, such as a road. In other words, the speed of the passenger car 10 traveling along the road 28 increases, and the air deflector 22 is initially in the lowered position S2, thus causing the air deflector 22 to undergo increasingly strong elastic or rubber-elastic deformation in the airfoil section T and the relative velocity between the airfoil section T and the airflow flowing from front to rear around the airfoil section T in the longitudinal direction of the vehicle. Figure 5 The relative velocity between the air elements, indicated by arrow 26, increases. This increases the force, for example, acting on the air deflector 22 initially in the lowered position S2, and pointing downwards in the vehicle's vertical direction, such as downward pressure. This causes a portion of T1 to elastically deform more strongly with increasing speed or force, i.e., the air deflector 22, or at least a localized area thereof, further lowers vertically from the lowered position S2. To allow the portion of T1 to elastically deform in the aforementioned manner and thus permit the air deflector 22 to lower or further lower relative to the diffuser 16, the diffuser 16 is correspondingly and stably configured and preferably remains in its position, without being pulled downwards along with the air deflector 22 and the portion of T1, or only very slightly. The diffuser 16 thus bears the force that causes deformation of the portion of T1 and (if any) only deforms insignificantly or bends downwards.

[0041] The entire air deflector 14, including the splitter 16, part T1, and the air deflector 22 pivotally mounted at its rear end, is mounted as a unit in the horizontal direction on a passenger vehicle and is movable in the longitudinal direction of the vehicle, retracting into the front of the vehicle as shown in the image. Figure 2 The position shown is shifted forward beyond the front or front of the car, as indicated. Figure 4 The indicated removal position. Based on its... Figure 2 In its retracted position, the air deflector 14, particularly the air deflector 22, is held in place by means of a locking mechanism not shown in the figure, preventing it from tilting downwards at its front end or descending due to deformation of this portion T1. In the retracted position, only the diffuser 16 is actually active and fulfills its initial function, while the air deflector 22, in its raised position, does not yet function as a diffuser or does not actually function as a diffuser; that is, it has not yet narrowed down to the space below the diffuser 16 up to the road. In order to now allow the air deflector 14 to move from its retracted position ( Figure 2 ) Displaced to its forward-extending position ( Figure 4 First, the locking should be released so that the air guide device 14 can be moved as a whole / assembly. The size of part T1 is set large enough, or with excess material, that when the air guide device 14 is removed, the air guide member 22 pivots about its support axis and thus lowers with its front end facing downwards until the elastic part T1 is at least tensioned to some extent. Tilting is preferably automatic due to gravity acting on the air guide member 22.

[0042] The following will combine Figure 5 The function of the air deflector 14, and especially the function of the elastic part T1, will be explained in detail. Here, it is shown, in a highly schematic manner, as if... Figure 4 The air guide device 14 is shown in the removed position. Figure 5 The left-hand diagram shows the first state Z1 of the air deflector 14. In state Z1, for example, when the passenger car 10 is parked on the road 28 or the passenger car 10 is only traveling along the road 28 at a low speed, the air deflector 22 is in the lowered position S2. Furthermore, in... Figure 5 In the intermediate diagram, Z2 indicates the second state of the air deflector 14. In the second state Z2, the passenger vehicle 10 travels along the road 28 at a higher speed relative to state Z1. In state Z2, the speed of the passenger vehicle 10 is high enough that the portion T1 elastically deforms relative to state Z1 due to the surrounding flow, i.e., the air deflector 22 is further lowered in the vehicle's vertical direction relative to state Z1 and, consequently, relative to the lowered position S2, thus reaching the third position S3. It should be noted again in this case that the lowering is achieved by pivoting the end of the air deflector 22 at its opposite end of the portion T1 about the axis, thereby tilting the air deflector 22 downwards at the front. In the third position S3, at least a localized area of ​​the air deflector 22 is arranged lower in the vehicle's vertical direction than in the lowered position S2. Furthermore, in Figure 5The third state of the air deflector 14 is marked Z3 in the right-hand drawing. In the third state Z3, the passenger car 10 travels forward along the road 28 at a higher speed than in the second state Z2. Consequently, the portion T1 undergoes more intense elastic deformation in the third state Z3 compared to the second state Z2, causing the air deflector 22 to be lowered vertically relative to the second state Z2 in the third state Z3. Therefore, in the third state Z3, the air deflector 22 is in the fourth position S4, in which the air deflector 22 is positioned lower vertically relative to the third state Z3 or the third position S3.

[0043] The air deflector 22 is lowered from the lowered position S2 to the position S3 or S4 only by increasing the speed of the passenger car 10 or only by increasing the relative speed between the airfoil section T and the surrounding flow without using an additional active actuator.

[0044] It can also be well from Figure 7 The movement or mobility of the air deflector 22, particularly its position between S1, S2, S3, and S4, is observed. Arrow 29 indicates that the air deflector 22, or at least a portion thereof, is pivotable about a pivot axis relative to its respective aforementioned component or relative to the self-supporting vehicle body between positions S1-4. It can also be seen from... Figure 7 As seen, portion T1 is at least partially, and especially at least primarily or entirely, a component of the airfoil section T, thus the airfoil section T is locally constituted by portion T1. Air deflector 22 forms at least one second portion T2 of the airfoil section T, which is rearward in the vehicle longitudinal direction and is in contact with the first portion T1, which is made of an elastically deformable material. Air deflector 22 is directly in contact with portion T1 in the vehicle longitudinal direction, wherein both portion T1 and air deflector 22 are preferably designed as a single piece. Air deflector 22 is made of a non-rubber elastically deformable material. In the embodiment shown, this material is carbon fiber reinforced plastic, thus achieving high rigidity of air deflector 22 in a particularly advantageous manner by weight. Therefore, air flowing first toward and around portion T1 and flowing from portion T1 to air deflector 22 can be advantageously guided by air deflector 22 without excessive deformation of air deflector 22. Here, the airfoil section T is also locally constituted by the second portion T2, i.e., air deflector 22. This means that the air deflector 22 is at least partially, and especially at least primarily or entirely, a component of the airfoil section T.

[0045] Figure 7 The airflow guide device 14 and airflow guide element 22 are shown in multiple different positions. The operation of the airflow guide device 14 will be explained in detail below. The airflow guide device 14, according to... Figure 7In the diagram, the shunt 16 is in its retracted position as shown in the upper right corner. In this retracted position, the front edge 17 of the shunt 16 is also arranged as shown. Figure 2 As shown in the rear position, the air deflector 22 is arranged in an elevated position, approximately parallel to the road. Now, the air deflector 14 is displaced forward in the direction of arrow 24 in the forward direction, and before or at this time, i.e., during the displacement, the locking of the air deflector 22 is released, so that it can reach the splitter 16 at the latest. Figure 4 After the shown position, the air deflector tilts downwards at the front, which can be done in the direction of arrow 29 by means of a pivot support mechanism (not shown) at its rear end. Here, the air deflector 22 is displaced to its position S2. Correspondingly high driving speeds may cause the air deflector 22 to be further lowered to positions S3 and S4, which can be achieved by means of the elastic part T1. If the wind load acting on the air deflector decreases, the elastic part T1 contracts again, causing the air deflector 22 to move back from position S4 to S3, and then to S2, so as to pivot and thus rise, especially about the support axis in the opposite direction to arrow 29. The lowering of the air deflector 22 in the region of its front edge results in a narrowing of the space under the car that allows air to flow freely and also defines the direction of this airflow. Therefore, the so-called "Venturi effect" occurs in a moving car, that is, air flows faster when the space is narrowed.

[0046] from Figure 6 The landing management, as described by the so-called air deflector 14, is well achieved. For example, in... Figure 6 As specifically illustrated and marked with K, particularly when the air deflector 22 is in position S2, S3, or S4, it is possible for the air deflector 22 to collide with the ground or objects on the ground, such as curbs, stones, or other objects. For example, the air deflector 22 is a shell also known as a bottom shell. Because the air deflector 22 is made of, for example, carbon fiber reinforced plastic, it is also called a carbon shell or carbon bottom shell. Because part T1 is elastically deformable, the air deflector 22 can avoid collisions with road K 28 or objects placed on road K by pivoting upwards about its supporting axis. After the collision with K, the elastically deformable part T1 can be at least partially unloaded and thus rebound, causing the air deflector 22 to return to its initial position before the collision with K. Excessive damage to the air deflector 14 can thus be avoided.

[0047] Part T1, in particular, undergoes more intense elastic deformation with increasing travel speed. That is, as travel speed increases, or as the relative velocity between the surrounding flow and the airfoil section T increases, the negative pressure acting on the airfoil section T or part T1, especially between the roadway 28 and the air deflector 14, increases. With the increasingly intense elastic deformation of part T1, the air deflector 22 lowers further downward in the vehicle's vertical direction, thereby further increasing the downforce. This increase in downforce from position S2 is achieved solely through the increased negative pressure and, consequently, without an active actuator. The lowering or removal of the air deflector 22 also reduces the air resistance of the passenger car 10, thus enabling the passenger car 10 to exhibit high aerodynamic efficiency with the aid of the air deflector 14.

Claims

1. An air deflector (14) for the front (12) of a passenger vehicle (10), comprising at least one air deflector (22) movable, at least in a local area, in the vertical direction of the vehicle, between a raised position (S1) and a lowered position (S2). Its characteristics are, The airflow guiding device (14) has a splitter (16), which and the airflow guiding element (22) are connected by at least one elastic part (T1) made of an elastically deformable material, which can elastically deform more strongly as the velocity of the surrounding flow (26) increases, and The air deflector (22) forms at least a portion of the wing section (T) in the lowered position (S2), thereby generating a downward pressure (F) acting vertically on the vehicle when the wing section (T) is surrounded (26) by air flowing around it from front to rear along the vehicle's longitudinal direction. The diffuser (16), the elastic portion (T1), and the air deflector (22) can be movably mounted as a unit in the horizontal direction along the longitudinal direction of the vehicle on the passenger car and can move together between a position retracted into the front of the vehicle and a position extended forward. The air guide (22) is made of a non-rubber elastic deformable material.

2. The air deflector (14) of claim 1, characterized in that The airfoil section (T) is formed by passing through the elastic part (T1) in some parts and through the diverter (16) in others.

3. The air guiding device (14) according to claim 1 or 2, characterized in that, The shunt (16) is made of a non-rubber elastic deformable material.

4. The air guiding device (14) according to claim 1 or 2, characterized in that, The elastic part (T1) is designed to be elastic in such a way that as the speed of the surrounding flow (26) of the air guide (14) increases, at least one local area of ​​the air guide (22) can be further lowered in the vertical direction of the vehicle from the lowered position (S2).

5. The air guiding device (14) according to claim 1 or 2, characterized in that, The elastic part (T1) is at least partially folded when the air guide (22) is in the raised position (S1).

6. The air guiding device (14) according to claim 1 or 2, characterized in that, The air guide (22) can be fixed in its raised position (S1) with its relative attitude to the splitter (16).

7. The air guiding device (14) according to claim 1 or 2, characterized in that, The air deflector (22) is pivotally mounted at its rear lateral edge region, wherein the position of the pivot axis remains constant at each position of the air deflector (14) in the vertical direction of the vehicle.

8. The air guiding device (14) according to claim 1 or 2, characterized in that, The air guide (22) is designed in the shape of a plate.

9. A passenger vehicle having an air deflector (14) according to any one of claims 1-8.

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