Vehicle and method

Abstract

A vehicle comprises an adjustment system (100) for adjusting aerodynamic drag, wherein the adjustment system (100) comprises: a first aerodynamic element (10) disposed at a rear portion of the vehicle; a second aerodynamic element (20) coupled to the first surface (3) of the vehicle and disposed upstream of the first aerodynamic element (10) in the vehicle forward direction, the second aerodynamic element (20) being spaced apart from the first element (10), the second aerodynamic element (20) has an aerodynamic surface (21) movable between an operative configuration (C1), in which the aerodynamic surface at least partially deflects an air flow (F) flowing above the first surface (3) and directed towards the first aerodynamic element (10), and a non-operative configuration (C2), in which the aerodynamic surface at least partially deflects the air flow (F) flowing above the first surface (3) and directed towards the first aerodynamic element (10). The invention relates to a conditioning system (100) comprising an aerodynamic surface (21) that allows a flow of air (F) to be directed towards a first aerodynamic element (10) and undisturbed, the conditioning system (100) comprising an actuator (30) configured to move the aerodynamic surface (21) from an operational configuration (C1) to a non-operational configuration (C2), or vice versa.

Description

Technical Field

[0001] The invention relates to a vehicle comprising a regulating system for regulating the aerodynamic drag of a vehicle, and to a method for regulating the aerodynamic drag of a vehicle. Background Art

[0002] For example, systems are known in the prior art for modifying the aerodynamic resistance of a vehicle as desired, which are used in particular in sports cars such as drag reduction systems (DRS).

[0003] The prior art system in question comprises a rear wing of fixed profile and flaps movable between a closed position, in which the flaps enable the vehicle to grip the road better, and an open position, in which the flaps reduce aerodynamic drag and downforce, allowing the vehicle to significantly increase its speed.

[0004] For example, document DE102021125377 discloses a vehicle aerodynamic load adjustment device, which is located downstream of the rear window and comprises a spoiler flap mounted upstream of a rear wing directly adjacent to the wing itself; the spoiler flap can be moved between an extended position and a retracted position, in which the spoiler flap together with the rear wing forms a large spoiler consisting of the spoiler flap and the rear wing, and in the retracted position the spoiler flap is essentially part of the aerodynamic outer skin of the vehicle body and the rear wing acts aerodynamically as a wing.

[0005] In another example, document EP3037285 describes a vehicle with an aerodynamic adaptation unit comprising a spoiler positioned at the rear end of the vehicle and an adaptive flap defining a wing applied to the roof of the vehicle; the spoiler and the wing are rotatable about respective axes and movable relative to each other by means of an actuator. Since it has no idle position, the roof-mounted wing, in all its positions, at least partially influences the air flow that could hit the rear spoiler.

[0006] Prior art devices typically include an actuator and a mechanism driven by the actuator for moving the flap between a closed position and an open position.

[0007] In particular, the larger the size of the rear wing, the higher the load acting on the actuator.

[0008] The actuators are therefore subject to particularly high stresses and are in some cases complex and bulky.

[0009] In practice, the actuators are built into the struts, which means that such struts have to be implemented in the vehicle, since for example they house the actuator motors.

[0010] Therefore, there is a need in the industry to overcome the shortcomings of the prior art. Summary of the invention

[0011] The object of the present invention is to meet the above needs by providing a vehicle comprising a system for regulating aerodynamic drag and an associated regulation method, said system and said regulation method being better performing and simpler than prior art systems.

[0012] At least this object is achieved by the invention as characterized in the independent claims.

[0013] The dependent claims correspond to different possible embodiments of the invention.

[0014] According to one aspect of the present disclosure, the present disclosure is directed to a vehicle including a system for regulating aerodynamic drag.

[0015] For example, the control system is used in sports cars which are preferably equipped with a rear engine.

[0016] The regulating system comprises:

[0017] - a first aerodynamic element arranged at the rear of the vehicle;

[0018] A second aerodynamic element coupled to the first surface of the vehicle and arranged upstream of the first aerodynamic element in the forward direction of the vehicle.

[0019] The second aerodynamic element is mounted to be spaced apart from the first element.

[0020] In other words, the second aerodynamic element is installed upstream of the first aerodynamic element in the forward direction of the vehicle at a predetermined distance from the first aerodynamic element.

[0021] The second aerodynamic element has an aerodynamic surface that is movable between a non-operational configuration in which the aerodynamic surface allows air flow to be directed toward the first aerodynamic element without being disturbed, and an operational configuration in which the aerodynamic surface at least partially deflects air flow flowing over the first surface and directed toward the first aerodynamic element.

[0022] The adjustment system includes an actuator configured to move the aerodynamic surface from an operational configuration to a non-operational configuration, or vice versa.

[0023] The first aerodynamic element may be a wing, an upper or rear panel or a rear spoiler.

[0024] The first element is preferably an aerodynamic element designed to modify the downforce of the vehicle.

[0025] Advantageously, the adjustment system allows for better control of the vehicle's downforce and aerodynamic drag.

[0026] In the operating configuration, the second element allows the amount and direction of movement of the air flow to be modified.

[0027] This reduces the load on the first aerodynamic element not by acting on the surface of the first aerodynamic element but by changing the amount and direction of motion of the upstream flow.

[0028] In the non-operational configuration, the aerodynamic surface allows air flow to be directed towards the first aerodynamic element.

[0029] In particular, in the non-operational configuration, it is as if the second aerodynamic element is not present.

[0030] Advantageously, allowing flow to be directed toward the rear of the vehicle—eg, toward the rear hood—can manage vehicle cooling with respect to both engine cooling and underbody thermal cooling.

[0031] In the non-operating configuration, there is maximum compression on the surface of the first aerodynamic element, and most of the air duct located between the first aerodynamic element and the second aerodynamic element at an upper position of the car (e.g., rear hood, front surround (cofango)) acts as an inlet duct, pushing cold air into the engine compartment to reduce the temperature of hot components.

[0032] In the operating configuration, the compression applied to the surface of the first aerodynamic element is significantly reduced and, if necessary, the air duct can be used as an air outlet during the engine cycle, thereby facilitating the extraction of hot air from the engine compartment and facilitating mass flow to the radiator.

[0033] According to one aspect, a vehicle includes a roof including a first surface, and a second aerodynamic element is coupled to a portion of the roof.

[0034] In one example, the second aerodynamic element is an extension of the roof itself.

[0035] According to one aspect, the vehicle includes a rear cover including a first surface, and a second aerodynamic element is coupled to a portion of the rear cover.

[0036] In other words, the second aerodynamic element may be coupled to a point anywhere on the first surface of the vehicle from the windshield to the rear end of the vehicle.

[0037] According to one aspect, the second aerodynamic element is movable between a first position in which the second aerodynamic element is distal to the first surface in an operational configuration and a second position in which the second element is proximate to the first surface in a non-operational configuration.

[0038] According to one aspect, the aerodynamic surface forms a first angle with the first surface in the operational configuration and forms a second angle with the first surface in the non-operational configuration.

[0039] In other words, moving the aerodynamic surface defining the effective surface modifies the angle of attack of the oncoming flow at the first aerodynamic element.

[0040] At the second angle, the second element is positioned neutrally with respect to the oncoming air flow from the front of the car, and the air reaches the first aerodynamic element as if the second aerodynamic element did not exist.

[0041] Increasing the angle of attack increases the level of downforce generated by the first element.

[0042] At the first angle, the positioning of the aerodynamic surface of the second element reduces the angle of attack of the incoming flow at the first aerodynamic element, thereby reducing the downforce it can generate.

[0043] The reduction in downforce produces a reduction in both the drag caused by the first aerodynamic element and the additional base drag that the first aerodynamic element would produce on the rear of the car.

[0044] According to an aspect, the second aerodynamic element can adopt a plurality of intermediate positions between the operational position and the inoperative position.

[0045] Advantageously, the intermediate position of the second aerodynamic element allows adjusting the flow impinging on the first aerodynamic element.

[0046] In other words, the angle between the aerodynamic surface of the second element and the first surface may be varied between a maximum value determined by the second angle and a minimum value determined by the first angle, thereby modifying the aerodynamic loads of the vehicle.

[0047] Increasing the angle of attack results in increased aerodynamic loads.

[0048] According to an aspect, the actuator is of the electromechanical, mechanical or electropneumatic type.

[0049] According to one aspect, the actuator comprises at least one element made of a shape memory alloy.

[0050] According to one aspect, an element made of a shape memory alloy is configured to deform an aerodynamic surface between a first shape in an operational configuration and a second shape in a non-operational configuration.

[0051] Advantageously, deforming the aerodynamic surface of the second element may vary the level of downforce and aerodynamic drag provided by the surface itself.

[0052] Advantageously, the action on the aerodynamic surface of the second element changes the properties of the flow.

[0053] According to an aspect, a regulation system comprises at least one temperature sensor configured to generate a temperature signal and a control and drive unit in communication with at least the temperature sensor and the actuator.

[0054] The control unit is configured to receive the temperature signal and to move the aerodynamic surface via the actuator in accordance with the temperature signal.

[0055] For example, the temperature sensor may detect the outside temperature and / or the temperature of a radiator of the vehicle.

[0056] Advantageously, moving the aerodynamic surface of the second aerodynamic element to deflect the flow allows controlling the outflow from the underbody or the incoming flow of cooling air based on temperature requirements.

[0057] According to an aspect, the first aerodynamic element comprises a rear spoiler comprising a fixed part having a main extension direction and at least a first movable part and a second movable part,

[0058] The first part and the second movable part are juxtaposed along the main extension direction,

[0059] The first movable portion and the second movable portion are respectively movable independently of each other between a closed position in which they are in contact with the fixed portion and an open position in which they are away from the fixed portion to define the first opening and the second opening.

[0060] Advantageously, opening or closing the first opening or the second opening allows the aerodynamic load of the vehicle to be varied when negotiating a bend.

[0061] When the vehicle is in a curve, the movable part located on the inside relative to the curve remains in a closed position, while the movable part located on the outside can be opened to better control the aerodynamic loads and the aerodynamic yaw and pitch moments.

[0062] According to an aspect, the control and drive unit is in communication with the first aerodynamic element and is configured to move the first movable part and / or the second movable part independently of each other depending on the temperature signal.

[0063] According to an aspect, the control and drive unit is in communication with the first aerodynamic element and is configured to move the first movable part and / or the second movable part depending on whether the aerodynamic surface is in the operational configuration or in the non-operational configuration.

[0064] Deflecting a large part of the air flow coming from the front of the vehicle and passing through the first aerodynamic element allows to significantly reduce the variation in the amount of movement it can generate.

[0065] The result is a significant reduction in downforce, maximising the reduction in aerodynamic drag.

[0066] The regulating system formed in this way allows limiting the forces necessary to control the actuator, regardless of the aerodynamic loads that may be generated by the first element.

[0067] Even in the case of particularly large elements, such as spoilers or flaps of considerable size, the downforce can be reduced without excessive stress on the actuator.

[0068] According to one aspect of the present disclosure, the present disclosure relates to a method for adjusting the aerodynamic drag of a vehicle according to any aspect set out above.

[0069] The method comprises the following steps:

[0070] - moving aerodynamic surfaces from a non-operational configuration to an operational configuration,

[0071] - at least partially deflecting an air flow flowing over the first aerodynamic surface and directed towards the first aerodynamic element in the operating configuration.

[0072] According to one aspect, the method comprises the step of moving the second aerodynamic element between a first position in which the second aerodynamic element is away from the first surface in an operational configuration and a second position in which the second aerodynamic element is close to the first surface in a non-operational configuration.

[0073] According to one aspect, the method comprises the step of moving the aerodynamic surface to form a first angle with the first surface in an operational configuration and a second angle in a non-operational configuration.

[0074] According to one aspect, the method comprises the step of deforming the aerodynamic surface between a first shape in an operational configuration and a second shape in a non-operational configuration.

[0075] According to one aspect, the method comprises the steps of measuring temperature and generating a temperature signal.

[0076] The step of moving the aerodynamic surface between the non-operational configuration and the operational configuration includes the step of moving the aerodynamic surface based on the temperature signal.

[0077] According to an aspect, the method comprises the step of moving the first part and / or the second part independently of each other between a closed position in which they are in contact with the fixed part and an open position in which they are away from the fixed part to define the first opening and the second opening.

[0078] According to an aspect, the step of moving the first part and / or the second part independently of each other comprises the step of moving the first movable part and / or the second movable part independently of each other depending on the temperature signal.

[0079] According to an aspect, the method comprises the step of moving the first movable part and / or the second movable part depending on whether the aerodynamic surface is in the first configuration or in the second configuration. BRIEF DESCRIPTION OF THE DRAWINGS

[0080] The main features of the invention become more apparent from the following detailed description, made with reference to the accompanying drawings which illustrate preferred embodiments of the invention purely by way of non-limiting example, and in which:

[0081] - Figure 1 A vehicle according to the present disclosure is shown in schematic perspective view;

[0082] - Figure 2 A vehicle according to the present disclosure is shown in schematic perspective view;

[0083] - Figure 3 and Figure 4 shows the first configuration and the second configuration Figure 2 A schematic perspective view of aerodynamic elements of a vehicle;

[0084] - Figure 5 and Figure 6 shows the first configuration and the second configuration Figure 1 A schematic perspective view of aerodynamic elements of a vehicle;

[0085] - Figure 7 Shows Figure 1 A schematic perspective view of an aerodynamic element of a vehicle in a first position;

[0086] - FIG. 8A to FIG. 8D Shows Figure 1 Schematic perspective view of an aerodynamic element of a vehicle, which includes movable parts at multiple positions. DETAILED DESCRIPTION

[0087] With reference to the drawings and in particular with reference to Figure 1 , reference numeral 1 denotes a vehicle according to the present disclosure.

[0088] The vehicle 1 comprises a regulating system 100 for regulating the aerodynamic drag of the vehicle 1 .

[0089] The adjustment system 100 comprises an aerodynamic element 10 arranged at the rear part 2 of the vehicle 1 .

[0090] In one embodiment, the element 10 is a wing or a spoiler flap.

[0091] In one embodiment, the element 10 is a spoiler.

[0092] In an embodiment not shown, the element 10 is a rear lip of the vehicle 1 .

[0093] The vehicle 1 comprises an aerodynamic element 20 which is coupled to the first surface 3 of the vehicle 1 and is located upstream of the aerodynamic element 10 in the advancing direction of the vehicle 1 .

[0094] The surface 3 is defined by the top surface of the vehicle 1 , extending from the windscreen 6 at the front of the vehicle to the rear 2 of the vehicle.

[0095] The aerodynamic element 20 is located upstream of the aerodynamic element 10 , at a predetermined distance from the aerodynamic element 10 itself.

[0096] In one embodiment, the aerodynamic element 10 is located at the surface 3 downstream of the aerodynamic element 20 in the forward direction of the vehicle 1 .

[0097] The aerodynamic elements 10 and 20 are therefore spaced apart along the surface 3 .

[0098] The aerodynamic element 20 has an aerodynamic surface 21 movable between an operational configuration C1 in which it at least partially deflects an air flow F impinging the first surface 3 in a direction towards the aerodynamic element 10 and a non-operational configuration C2 .

[0099] Thus, the two aerodynamic elements 10 and 20 are spaced apart such that the aerodynamic element 20 can, in the non-operating configuration C1 , at least partially deflect the air flow F directed towards the aerodynamic element 10 .

[0100] Preferably, in the non-operating configuration C1 , the aerodynamic element 20 completely deflects the air flow F relative to the aerodynamic element 10 , which is therefore not hit by the air flow F.

[0101] The vehicle comprises a roof 4 .

[0102] The vehicle comprises a rear cover 5 .

[0103] In one embodiment, the roof 4 includes the surface 3 , and the aerodynamic element 20 is coupled to a portion of the roof 4 .

[0104] In one embodiment, the aerodynamic element 20 is substantially an extension of the roof 4 .

[0105] In one embodiment, the rear cover 5 includes a surface 3 , and the aerodynamic element 20 is coupled to a portion of the rear cover 5 .

[0106] The system 100 comprises an actuator 30 configured to move the aerodynamic surface 21 from the operational configuration C1 to the non-operational configuration C2 or vice versa.

[0107] In one embodiment, the actuator 30 is electromechanical or mechanical.

[0108] In one embodiment, the actuator 30 includes at least one element 31 made of a shape memory alloy.

[0109] In one embodiment, in the non-operational configuration C2 , the aerodynamic surface 21 allows the air flow F to be directed towards the aerodynamic element 10 .

[0110] In the non-operational configuration C2 , the air flow F is undisturbed.

[0111] In the non-operating configuration C2 , the air flow F is not deflected and flows undisturbed by the aerodynamic element 10 .

[0112] In other words, in the non-operating configuration C2 , the aerodynamic element 20 is positioned so that the air flow F impinges on the aerodynamic element 10 as if no aerodynamic element 20 was present upstream of the aerodynamic element 10 .

[0113] In one embodiment, the aerodynamic element 20 is movable between a first position P1 and a second position P2 .

[0114] At the first position P1, if Figure 5 As shown, the aerodynamic element 20 is remote from the surface 3 of the vehicle 1 in the operating configuration C1 .

[0115] At the second position P2, if Figure 6 As shown, the aerodynamic element 20 is close to the surface 3 of the vehicle 1 in the non-operational configuration C2 .

[0116] In one embodiment, the aerodynamic surface 21 forms an angle 8 with the first surface 3 in the operating configuration C1, such as Figure 4 shown.

[0117] The aerodynamic surface 21 forms an angle 9 with the first surface 3 in the non-operating configuration C2, such as Figure 5 shown.

[0118] The element 31 made of a shape memory alloy is configured to deform the aerodynamic surface 21 between a first shape F1 in the operational configuration C1 and a second shape F2 in the non-operational configuration C2 .

[0119] In one embodiment, when adopting shape F1 , surface 21 adopts a curvature that is directed upward; in other words, when having shape F1 , surface 21 is concave upward.

[0120] On the other hand, when shape F2 is adopted, surface 21 is substantially planar.

[0121] However, in another embodiment, the surface 21 remains substantially identical in shape, that is, the shapes F1 and F2 are identical in both the operational configuration C1 and the non-operational configuration C2, and only the angles 8, 9 formed by the surface 21 with the surface 3 vary.

[0122] In one embodiment, the vehicle includes a drive button that communicates with the actuator 30, allowing it to be driven.

[0123] In one embodiment, the surface 21 moves between the operational and non-operational configurations based on vehicle parameters such as the following: vehicle speed, lateral acceleration, position of the accelerator pedal, position of the brake pedal, position of the steering wheel.

[0124] In other words, the surface 21 moves based on the track requirements.

[0125] In one embodiment, if Figure 7 As shown, the regulation system 100 includes at least one temperature sensor 40 configured to generate a temperature signal S40 .

[0126] In one embodiment, the regulation system 100 comprises a control and drive unit U in communication with at least the temperature sensor 40 and the actuator 30 .

[0127] The control and drive unit U is configured to receive the temperature signal S40 and to move the aerodynamic surface 21 via the actuator 30 in dependence on the temperature signal S40 .

[0128] In one embodiment, the aerodynamic element 10 comprises a rear spoiler 11 comprising a fixed portion 12 having a main extension direction D and at least two movable portions 13 , 14 .

[0129] Along the main extension direction D the two movable parts 13 , 14 are juxtaposed to one another.

[0130] like FIG. 8A to FIG. 8D As shown, the movable parts 13, 14 are respectively movable independently of each other between a closed position 13A, 14A in which they are in contact with the fixed part 12 and an open position 13B, 14B away from the fixed part 12 to define a first opening 13' and a second opening 14'.

[0131] The control and drive unit U communicates with the aerodynamic element 10 and in particular with the spoiler 11 .

[0132] The control and drive unit U is configured to move the first movable part 13 and / or the second movable part 14 independently of each other according to the temperature signal S40, thereby generating a cooling effect.

[0133] In one embodiment, the control and drive unit U is in communication with the aerodynamic element 10 and is configured to move the first movable part 13 and / or the second movable part 14 according to the configuration C1 , C2 of the aerodynamic surface 21 .

[0134] Another object of the present disclosure is a method for regulating the aerodynamic drag of a vehicle as described above.

[0135] The method comprises the following steps:

[0136] - moving the aerodynamic surface 21 from the non-operational configuration C2 to the operational configuration C1 , or vice versa.

[0137] - at least partially deflecting the air flow F flowing over the first surface 3 and directed towards the aerodynamic element 21 in the operating configuration C1 .

[0138] In one embodiment, the method comprises the step of moving the aerodynamic element 20 between a first position P1 in which it is away from the surface 3 in an operational configuration C1 and a second position P2 in which it is close to the first surface 3 in a non-operational configuration C2.

[0139] In one embodiment, the method comprises the step of moving the aerodynamic surface 21 to form a first angle 8 with the first surface 3 in the operational configuration C1 and a second angle 9 in the non-operational configuration C2.

[0140] In one embodiment, the method comprises the step of deforming the aerodynamic surface 21 between a first shape F1 in the operational configuration C1 and a second shape F2 in the non-operational configuration C2.

[0141] In one embodiment, the method comprises the step of measuring temperature and generating a temperature signal S40.

[0142] The step of moving the aerodynamic surface 21 between the non-operational configuration C2 and the operational configuration C1 comprises the step of moving the aerodynamic surface 21 in dependence on the temperature signal S40 .

[0143] In one embodiment, the method comprises the step of moving the first part 13 and / or the second part 14 independently of each other between a closed position 13A, 14A in which the parts 13, 14 are in contact with the fixed part 12 and an open position 13B, 14B in which the parts 13, 14 are away from the fixed part 12 to define a first opening 13' and a second opening 14'.

[0144] In one embodiment, the step of moving the first part 13 and / or the second part 14 independently of each other comprises the step of moving the first movable part 13 and / or the second movable part 14 independently of each other according to the temperature signal S40.

[0145] In one embodiment, the method comprises the step of moving the first movable part 13 and / or the second movable part 14 depending on whether the aerodynamic surface 21 is in the first configuration C1 or in the second configuration C2.

Claims

1. A vehicle comprising a regulating system (100) for regulating aerodynamic drag, the regulating system (100) comprising: a first aerodynamic element (10) disposed at the rear of the vehicle; a second aerodynamic element (20) coupled to the first surface (3) of the vehicle and arranged upstream of the first aerodynamic element (10) in the vehicle forward direction, the second aerodynamic element (20) being spaced apart from the first aerodynamic element (10), The second aerodynamic element (20) has an aerodynamic surface (21), which can be moved between an operational configuration (C1) and a non-operational configuration (C2), in which, in the operational configuration (C1), the aerodynamic surface (21) at least partially deflects an air flow (F) flowing over the first surface (3) and directed toward the first aerodynamic element (10), and in the non-operational configuration (C2), the aerodynamic surface (21) allows the air flow (F) to be directed toward the first aerodynamic element (10) without being disturbed, and the adjustment system (100) includes an actuator (30), which is configured to move the aerodynamic surface (21) from the operational configuration (C1) to the non-operational configuration (C2), or vice versa.

2. The vehicle of claim 1, comprising a roof (4) having a first surface (3), the second aerodynamic element (20) being coupled to a portion (4A) of the roof (4).

3. The vehicle according to claim 1, comprising a rear cover (5), the rear cover (5) comprising the first surface (3), the second aerodynamic element (20) being coupled to a portion of the rear cover (5).

4. A vehicle according to any one of the preceding claims, wherein: The second aerodynamic element (20) is movable between a first position (P1) in which the second aerodynamic element (20) is away from the first surface (3) in the operational configuration (C1) and a second position (P2) in which the second aerodynamic element (20) is close to the first surface (3) in the non-operational configuration (C2).

5. A vehicle according to any one of the preceding claims, wherein: In the operational configuration (C1), the aerodynamic surface (21) forms a first angle (8) with the first surface (3), and wherein, in the non-operational configuration (C2), the aerodynamic surface (21) forms a second angle (9) with the first surface (3).

6. A vehicle according to any one of the preceding claims, wherein: The actuator (30) is electromechanical or mechanical.

7. A vehicle according to any one of the preceding claims, wherein: The actuator (30) comprises at least one element (31) made of a shape memory alloy.

8. The vehicle according to claim 7, wherein: The element (31) made of shape memory alloy is configured to deform the aerodynamic surface (21) between a first shape (F1) in the operational configuration (C1) and a second shape (F2) in the non-operational configuration (C2).

9. A vehicle according to any one of the preceding claims, wherein: The regulating system (100) comprises at least one temperature sensor (40) configured to generate a temperature signal (S40), and a control and drive unit (U) communicating at least with the temperature sensor (40) and the actuator (30), The control and drive unit (U) is configured to receive the temperature signal (S40) and to move the aerodynamic surface (21) via the actuator (30) according to the temperature signal (S40).

10. A vehicle according to any one of the preceding claims, wherein: The first aerodynamic element (10) comprises a rear spoiler (11), the rear spoiler (11) comprising a fixed part (12) having a main extension direction (D) and at least a first movable part (13) and a second movable part (14), The first movable part (13) and the second movable part (14) are juxtaposed along the main extension direction (D), The first movable part (13) and the second movable part (14) are respectively movable independently of each other between a closed position (13A, 14A) in which they are in contact with the fixed part (12) and an open position (13B, 14B) in which they are away from the fixed part (12) to define a first opening (13') and a second opening (14').

11. The vehicle according to claim 9 and 10, wherein: The control and drive unit (U) is in communication with the first aerodynamic element (10) and is configured to independently move the first movable part (13) and / or the second movable part (14) according to the temperature signal (S40).

12. The vehicle according to claim 10 or 11, wherein: The control and drive unit (U) is in communication with the first aerodynamic element (10) and is configured to move the first movable part and / or the second movable part depending on whether the aerodynamic surface (21) is in the operational configuration (C1) or in the non-operational configuration (C2).

13. A method for adjusting the aerodynamic drag of a vehicle according to any one of claims 1 to 12, the method comprising the following steps: moving the aerodynamic surface (21) from the non-operational configuration (C2) to the operational configuration (C1), or vice versa; In the operating configuration (C1), an air flow (F) flowing over the first surface (3) and directed towards the first aerodynamic element (10) is at least partially deflected.

14. The method according to claim 13, comprising the step of moving the second aerodynamic element (20) between a first position (P1) in which the second aerodynamic element (20) is away from the first surface (3) in the operational configuration (C1) and a second position (P2) in which the second aerodynamic element (20) is close to the first surface (3) in the non-operational configuration (C2).

15. Method according to claim 13 or 14, comprising the step of deforming the aerodynamic surface between a first shape (F1 ) in the operational configuration (C1 ) and a second shape (F2) in the non-operational configuration (C2).

16. The method according to any one of claims 13 to 15, comprising the step of measuring temperature and generating a temperature signal (S40), The step of moving the aerodynamic surface between the non-operational configuration (C2) and the operational configuration (C1) comprises the step of moving the aerodynamic surface (21) in dependence on the temperature signal (S40).

17. The method according to any one of claims 13 to 16, wherein: The first aerodynamic element (10) comprises a rear spoiler (11), the rear spoiler (11) comprising a fixed part (12) having a main extension direction (D) and at least a first movable part (13) and a second movable part (14), The method comprises the steps of moving the first movable part (13) and / or the second movable part (14) independently of each other between a closed position (13A, 14A) in which they are in contact with the fixed part (12) and an open position (13B, 14B) in which they are away from the fixed part (12) to define a first opening (13') and a second opening (14').

18. The method according to claims 16 and 17, wherein: The step of independently moving the first movable part (13) and / or the second movable part (14) includes the step of independently moving the first movable part (13) and / or the second movable part (14) according to the temperature signal (S40).

19. Method according to claim 17 or 18, comprising the step of moving the first movable part (13) and / or the second movable part (14) depending on whether the aerodynamic surface (21) is in the operational configuration (C1) or in the non-operational configuration (C2).

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