Active rear diffuser for road vehicle, assembly and road vehicle

Abstract

The invention relates to an active rear diffuser (10) for a road vehicle (2), comprising a first air flow guide (12) and at least one second air flow guide (14), an actuation assembly (17) wherein at least a portion of the first air flow guide (12) and the second air flow guide (14) are arranged in succession along a longitudinal axis (A) of the road vehicle (2), wherein the actuation assembly (17) is configured to move each of the first and second air deflectors (14) to a first position in which the rear diffuser (10) is in a first operating state and a second position in which the rear diffuser (10) is in a second operating state; wherein the width of the first gap between the first and second air deflectors (12, 14) in the first operating state is smaller than in the second operating state. The invention also relates to an assembly (100) and a road vehicle (2).

Description

Technical Field

[0001] The invention relates to an active rear diffuser for a road vehicle, an assembly for configuring such an active rear diffuser and a road vehicle. In particular, the road vehicle may be a car, a truck or a bus. Background Art

[0002] A rear diffuser is installed in a road vehicle, for example to help generate downforce to enhance traction. An active rear diffuser can have different operating states, marked by different aerodynamic properties. Typically, an active rear diffuser comprises a movable air guide, such as a wing or an air foil. Typically, an active rear diffuser also comprises an actuator to move the air guide in order to provide different operating states for the rear diffuser. An example can be found in FR 3072 640 A1.

[0003] Although existing active rear diffusers help improve the aerodynamics of road vehicles, improvements are still needed. Summary of the invention

[0004] It is therefore an object of the present disclosure to provide an active rear diffuser that helps to further improve the handling of a road vehicle.

[0005] This object is achieved by the technical solution disclosed in the present invention. Advantageous embodiments are defined in the present description and the accompanying drawings.

[0006] Therefore, an active rear diffuser for a road vehicle, or in simpler terms, a rear diffuser for a vehicle is proposed. The rear diffuser comprises:

[0007] - a first air guiding element and at least one second air guiding element,

[0008] - an actuating assembly,

[0009] wherein the first air guide and at least a portion of the second air guide are arranged successively along the longitudinal axis of the road vehicle,

[0010] wherein the actuation assembly is configured to move each of the first air guide and the second air guide to a first position in which the rear diffuser is in a first operational state and a second position in which the rear diffuser is in a second operational state,

[0011] And wherein a width (eg, measured along the longitudinal axis) of a first gap between the first air guide and the second air guide is smaller (eg, non-existent) in the first operating state than in the second operating state.

[0012] The active rear diffuser is characterized by an increased capacity and, in particular, an increased freedom to adjust its aerodynamic characteristics according to the different operating states of the road vehicle. This can contribute to improving the handling of the road vehicle in its different operating states, for example in terms of traction and aerodynamic drag.

[0013] The active rear diffuser may be active in the sense of being actively movable by an actuation assembly. Any reference to moving the rear diffuser may correspond to moving the first air guide and / or the second air guide. For example, according to any of the examples disclosed herein, the first air guide and the second air guide may be driven by the actuation assembly to move, which defines the active nature of the rear diffuser. The first air guide and the second air guide may be movable simultaneously.

[0014] In one example, the rear diffuser is not manually movable and / or does not require manual force to provide any disclosed movement. However, it may be provided that the active rear diffuser is movable under user control, for example due to user input controlling movement of the rear diffuser being possible. Nevertheless, in one example, the rear diffuser may be moved autonomously and / or automatically, for example depending on at least one operating parameter of the vehicle. For example, the operating parameter may be the vehicle's driving speed and / or driving mode. The driving mode may include certain vehicle parameters that are preset, such as to adjust the driving characteristics and / or improve fuel economy in a desired manner.

[0015] The first and second air guiding elements may also be referred to as first and second vehicle wings or as first and second aerodynamic wings.

[0016] The first air deflector and the second air deflector may each have a width dimension extending along the width of the vehicle. The width dimensions of the first air deflector and the second air deflector may be the same or may differ from each other by no more than 20%. This may help improve compactness while still enabling controllability of the aerodynamic characteristics of the rear diffuser.

[0017] The first air guide and the second air guide may have an extension along the longitudinal axis, wherein in particular the extension may be measured when assuming the first operating state. The axial extensions of the first air guide and the second air guide may be identical, but may also differ from each other. For example, the first air guide, which may be arranged in front of the second air guide, may be axially longer. This is to take into account that the first air guide may have a stronger influence in guiding the airflow.

[0018] The first air deflector may be disposed closer to the front of the vehicle than the second air deflector. The first air deflector may be disposed adjacent to and / or opposite to a portion of the underbody of the vehicle, a portion of the rear end of the vehicle, or a portion of the lower surface of the vehicle (e.g., opposite when viewed along the longitudinal axis). Specifically, the first air deflector may be disposed adjacent to and / or opposite to a rear edge of the underbody and / or a step in the underbody. The underbody may be substantially planar and / or flat, at least in an area adjacent to and / or opposite to the first air deflector. In one example, the underbody is substantially horizontal in an area adjacent to and / or opposite to the first air deflector.

[0019] The longitudinal axis may correspond to the longitudinal axis of the vehicle or extend parallel to the longitudinal axis of the vehicle. The forward driving direction may extend along the longitudinal axis. The longitudinal axis may correspond to the main axis of the airflow along the underbody of the vehicle, which airflow is generated when driving forward. The airflow may correspond to a headwind, or in other words, to an airflow relative to the movement of the vehicle and / or generated by the movement of the vehicle.

[0020] In one example, the first air deflector and the second air deflector have no overlapping parts along the longitudinal axis. This may be valid for either or both of the first operating state and the second operating state. Thus, in one example, the entire first air deflector may be arranged axially in front of the second air deflector, for example when viewed from the front of the vehicle. In another example, the axial overlap between the first air deflector and the second air deflector may occur at most in the first operating state, for example, to provide a reliable and complete closing of the gap formed in the second operating state.

[0021] In the case of such an axial overlap, parts of both the first air guide and the second air guide may still be arranged one after the other along the longitudinal axis. It may be provided that these parts (e.g. in terms of surface area and / or axial length) are significantly larger, e.g. at least twice as large, than any possible overlapping parts. This may help to define a sufficiently large outer surface of the rear diffuser while still being able to reliably close the gap.

[0022] The operating state of the rear diffuser may not be limited to the first operating state and the second operating state. Additional operating states may be provided. Any operating state may be characterized by a defined position of each of the first air guide and the second air guide, in particular by a position different from the first position and the second position. The first air guide and the second air guide may be movable between any of their positions in discrete steps and / or steplessly.

[0023] According to another embodiment, the actuation assembly is configured to move (in particular autonomously and / or automatically) each of the first air guide and the second air guide to a first position at a first vehicle speed and to a second position at a second vehicle speed; wherein the first vehicle speed is lower than the second vehicle speed. This allows the aerodynamic properties of the rear diffuser, such as aerodynamic drag and / or generated downforce, to be adjusted depending on the vehicle speed. For example, at a lower first vehicle speed, it may be preferred to reduce aerodynamic drag at the expense of the downforce that the rear diffuser can generate. At a higher second vehicle speed, it may be preferred to increase downforce at the expense of aerodynamic drag. In general, the rear diffuser disclosed herein may be configured to provide such adjustment by switching between its first and second operating states in a speed-dependent manner.

[0024] According to another embodiment, in the first operating state, the width of the first gap between the first air guide and the second air guide is less than 5 cm and in particular 0 cm. In the latter case, the first gap can be completely closed and the first air guide and the second air guide can be in contact with each other. In general, the first gap and the second gap mentioned below can extend along the entire width of the first air guide and / or the second air guide.

[0025] The width of the first gap and / or the second gap mentioned below may be measured orthogonally to the width of the first air guide and / or the second air guide, see the discussion of the width dimension of the air guide above. Additionally or alternatively, the width of the first gap and / or the second gap may be measured along the longitudinal axis, in particular when in the first operating state. Additionally or alternatively, the width of the first gap and / or the second gap may be measured along the horizontal axis, in particular when in the first operating state.

[0026] By providing a corresponding limited width of the first gap, the amount of air entering between the first air guide and the second air guide can be intentionally reduced. In particular, this can intentionally reduce the amount of air that changes by flowing through the first gap from an outer part of the rear diffuser facing the road to an inner part of the rear diffuser (e.g. facing the vehicle). This may contribute to reducing aerodynamic drag. On the other hand, by intentionally increasing and / or opening the first gap in the second operating state, the downforce generated by the rear diffuser can be intentionally increased, for example to improve traction.

[0027] According to another embodiment, in the first operating state, the width of the second gap between the first air deflector and an adjacent (in particular axially) part of the road vehicle is smaller than in the second operating state and is, for example, zero. Thus, in the first operating state, the second gap can be completely closed, but in the second operating state it can be more open. For example, in the first operating state, the width of the second gap is less than 5 cm, in particular 0 cm. For example, the adjacent part of the vehicle can be the rear end of the underbody or any other vehicle part axially opposite the axially outer edge of the first air deflector.

[0028] Reducing or completely closing the second gap in the first operating state may intentionally reduce or prevent airflow along the inside of the rear diffuser. In this way, aerodynamic drag may be reduced. Conversely, in the second operating state, the second gap may be enlarged to intentionally increase the amount of air flowing along the inside. This may help increase the downforce generated by the rear diffuser.

[0029] Another embodiment combines the formation, in particular the size, of the first gap and the second gap according to any example disclosed herein. Thus, in the second operating state, the first gap and the second gap may be intentionally set large. Conversely, in the first operating state, the first gap and the second gap may be intentionally reduced, for example, the first gap and the second gap may be closed. This contributes to a great extent to reducing aerodynamic drag. On the other hand, in the second operating state, the gap may provide a dedicated channel so that air flowing along the underbody of the vehicle to the rear diffuser may flow along the inside and outside of the rear diffuser.

[0030] For example, after flowing through the second gap, in particular through the first gap, the air can flow from the inside to the outside of the rear diffuser. In this way, the air can flow along both sides of the first air guide and the second air guide. This helps to limit the risk of stalling and therefore allows the angles of attack of the first air guide and / or the second air guide to be enlarged to increase the generated downforce accordingly.

[0031] According to another embodiment, the first air guide and the second air guide define an outer portion (or outer side) of the rear diffuser facing the road surface, wherein in the first operating state, the outer portion has a smaller curvature, e.g. a zero curvature, than in the second operating state. For example, in the first operating state, the outer portion is substantially planar and / or curved similarly to or according to an adjacent portion of the underbody of the road vehicle. Again, this may contribute to reducing dynamic drag in the first operating state.

[0032] According to another embodiment, in the first operating state, the angle of the first air deflector relative to the road surface and / or the angle of the second air deflector relative to the road surface is smaller than in the second operating state. Thus, for example, the first air deflector and the second air deflector may extend more horizontally in the first operating state than in the second operating state. This may allow to orient the first air deflector and the second air deflector similar to the underbody in the first operating state to reduce aerodynamic drag, while tilting them in the second operating state to increase downforce.

[0033] The relative angle between the road surface and any of the air guides may not result from an actual physical intersection. Such an intersection may not exist. Instead, for example, it may relate to the angle resulting from actually stretching the air guide to intersect the road surface. Alternatively, the angle may be defined by virtually moving the road surface (or by generally considering virtual parallel planes) to intersect the air guide.

[0034] In one example, in the first operating state, the angle of the first air deflector relative to the road surface can be similar to the angle of the second air deflector relative to the road surface. In other words, the first air deflector and the second air deflector can be aligned with each other and / or with adjacent portions of the vehicle underbody.

[0035] According to another embodiment, the first air deflector extends at a first angle relative to the road surface, the second air deflector extends at a second angle relative to the road surface, and the difference between the first angle and the second angle in the first operating state is smaller than in the second operating state. The first angle and the second angle may be defined virtually as discussed above. This embodiment may include that in the second operating state, the first air deflector and the second air deflector may no longer be aligned with each other. Instead, they may be tilted relative to each other. In particular, they may be oriented at a different angle relative to each other compared to the first operating state. For example, in the second operating state, the second air deflector may be tilted to a greater extent relative to the horizontal plane and / or the road surface than the first air deflector. Again, this allows increasing the downforce generated in the second operating state.

[0036] According to another embodiment, the actuation assembly comprises a linkage assembly and at least one actuator, wherein the linkage assembly couples the first air guide and the second air guide to the actuator. The linkage assembly may comprise a plurality of links, for example in the form of rods and / or substantially rigid members. Moreover, the linkage assembly may comprise one or more pivot joints, or in other words, pivot bearings. Moreover, the linkage assembly may comprise links pivotally connected to each other. Generally, the linkage assembly may be configured to move all air guides between their respective first and second positions, in particular simultaneously. In one example, the linkage assembly is configured to transmit a driving force or torque generated by an actuator, in particular only one actuator, to all air guides, in particular simultaneously.

[0037] According to another embodiment, a connecting rod assembly connects the first air guide and the second air guide to each other, for example, by way of a subassembly. Likewise, the subassembly may comprise one or more connecting rods and / or one or more pivot joints. This may enable a transmission of a driving force or torque generated by an actuator between the first air guide and the second air guide, thereby, for example, eliminating the need for a second actuator for separately driving the second air guide. Additionally or alternatively, this may help guide the relative movement between the first air guide and the second air guide in a defined manner. Thus, a first gap and / or a second gap and / or any relative orientation between the first air guide and the second air guide disclosed herein may be provided.

[0038] According to another embodiment, the linkage assembly (in particular the subassembly) comprises a pivot joint to which both the first air guide and the second air guide are joined, for example via a respective linkage. In particular, the first air guide may be joined to the pivot joint via the first linkage and the second air guide may be joined to the pivot joint via the second linkage. No further linkage may be provided between the first air guide and the second air guide and the common pivot joint. On the other hand, each of the first linkage and the second linkage may be connected to the first air guide and the second air guide, respectively, via a pivot joint. The common pivot joint (to which both air guides are joined) may provide a rotational freedom between the first air guide and the second air guide, while still allowing a force or torque transmission between them.

[0039] Thus, when transitioning between the first operating state and the second operating state, the first air guide and the second air guide may adjust their relative orientation. This may be beneficial for forming any gap between the first air guide and the second air guide disclosed herein and / or providing any relative orientation.

[0040] According to another embodiment, the (common) pivot joint is coupled to a pivot bearing, which is fixed to the vehicle. For example, this coupling can be realized by at least one further link of the linkage assembly. According to any example disclosed herein, it provides a further degree of freedom, which helps to orient the first air guide and the second air guide.

[0041] The invention also relates to an assembly for providing an active rear diffuser for a road vehicle, wherein the assembly comprises:

[0042] - a first air guiding element and at least one second air guiding element,

[0043] a linkage assembly coupled to the first air guide and the second air guide and configured to be coupled to at least one actuator,

[0044] wherein the first air guide and at least a portion of the second air guide are arranged successively along the longitudinal axis of the road vehicle,

[0045] wherein each of the first air guide and the second air guide is movable to a first position and a second position, in which the rear diffuser is in a first operating state, and in which the rear diffuser is in a second operating state,

[0046] Therein, the width of a first gap between the first air guide element and the second air guide element along the longitudinal axis is smaller in the first operating state than in the second operating state.

[0047] For example, the assembly can be connected to an actuator already present in the vehicle. For example, it can be provided as a spare part for replacing a correspondingly damaged part of the rear diffuser.

[0048] The invention also relates to a road vehicle comprising an active rear diffuser according to any of the examples disclosed herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Exemplary embodiments of the present invention are discussed below with reference to the accompanying drawings. In all drawings, the same features may be marked with the same reference numerals.

[0050] Figure 1 The rear diffuser according to the first embodiment is shown in a first operating state.

[0051] Figure 2 Show Figure 1 The rear diffuser is in a second operating state. DETAILED DESCRIPTION

[0052] Figure 1A section of a rear end 1 of a road vehicle 2 (not shown) is shown. The rear end 1 merges into an underbody 3 of the vehicle 2. The underbody 3 faces a road surface 4 and may in particular extend parallel to the road surface. The rear end 1 depicted is located behind a rear axle (not shown) of the road vehicle 2 and comprises or is connected to, for example, a rear light (not shown) and / or a rear bumper (not shown). The front end (not shown) of the vehicle 2 is located Figure 1 The forward direction is toward Figure 1 on the left side of the .

[0053] generally, Figure 1 and Figure 2 The views correspond to sectional views, wherein the section extends vertically upright and includes the longitudinal axis A discussed below.

[0054] The longitudinal axis A extends horizontally and is parallel to the longitudinal axis (not shown) of the vehicle 2. When traveling in the forward direction of travel, the air flows from left to right along the longitudinal axis A and along the underbody 3. Specifically, it flows horizontally between the underbody 3 and the road surface 4. This is like Figure 1 As indicated by the horizontal arrow B in FIG. 1 , only one of them is marked with a corresponding reference numeral.

[0055] The vehicle 2 comprises an active rear diffuser 10. The rear diffuser 10 comprises a first air deflector 12, a second air deflector 14 and an optional third air deflector 16. In other embodiments not shown, further air deflectors may be present. Each of the air deflectors 12, 14 and 16 is a flat planar member, but may also have a different shape, in particular a curved shape. The outer surface or outer side of the air deflectors 12, 14 and 16 faces the road surface 4. The inner surface or inner side of the air deflectors 12, 14 and 16 faces the vehicle 2, in particular the outer surface of the rear end 1 of the vehicle 2.

[0056] The air guides 12, 14 and 16 are arranged in sequence along the longitudinal axis A, wherein the first air guide 12 is arranged axially closest to the underbody 3 and / or the front of the vehicle 2 (not shown). When viewed along the longitudinal axis A, the third air guide 16 is arranged farthest from the underbody 3 and farthest from the front of the vehicle 2. The second air guide 14 is arranged axially between the first air guide 12 and the third air guide 16. There is no axial overlap between the air guides 12, 14 and 16. However, this can be selectively achieved to completely reduce the gap between them.

[0057] The rear diffuser 10 also includes a linkage assembly 20. The linkage assembly 20 includes a plurality of linkages 22, which are schematically shown as rod-shaped members. This is non-limiting, and other configurations of the linkages 22, such as plate-shaped members, are also possible. The linkages 22 are connected to each other and to the air guides 12, 14, and 16 via pivot joints 24.

[0058] The linkage assembly 20 further comprises a plurality of rotary bearings 26 fixedly arranged at or in the vehicle 2. One of the rotary bearings 26 is attached to or constituted by the actuator 18, see Figure 1 The rightmost swivel bearing 26 is connected to one end of the first air guide 12 via a connecting rod 22 , which is joined to the first air guide 12 via a pivot joint 24 .

[0059] For example, the actuator 18 may be an electric motor. The actuator 18 and the linkage assembly 20 form an actuation assembly 17 for non-manually changing the operating state of the rear diffuser 10 .

[0060] The link assembly 20 further comprises two subassemblies 30. Each connects two of the air guides 12, 14 and 16 to each other and to one of the swivel bearings 26. In the example shown, one subassembly 30 connects the first air guide 12 and the second air guide 14 to each other, and the second subassembly 30 connects the second air guide 14 and the third air guide 16 to each other. This comprises joining the respectively connected air guides 12, 14 and 16 to a common pivot joint 24 by means of the respective links 22. The common pivot joint 24 is connected to one of the swivel bearings 26 by means of two further links 22, which are connected to each other by means of another pivot joint 24.

[0061] Thus, the linkage assembly 20 enables all the air guides 12, 14 and 16 to engage at least indirectly with each other and with the actuator 18, while also supporting them rotatably at the vehicle 2 via the rotary bearings 26. Furthermore, the linkage assembly 20 defines a kinematic structure that reliably guides the movement of the air guides 12, 14 and 16 in a defined manner by appropriately arranging, dimensioning and connecting the respective links 22 and by appropriately positioning the pivot joints 24. In this way, the torque M generated by the actuator 18 can be converted into a desired movement of the air guides 12, 14 and 16.

[0062] Figure 1 A first operating state of the rear diffuser 10 is shown, in which the air deflectors 12, 14 and 16 are each in a first position. In this operating state, the air deflectors 12, 14 and 16 are aligned with each other and with the underbody 3. Thus, the air deflectors 12, 14 and 16 form a flat horizontal outer portion of the rear diffuser 10 facing the road surface 4. Thus, the angle (not shown) between the air deflectors 12, 14 and 16 is equal to 180°, and all air deflectors 12, 14 and 16 are arranged at the same angle relative to the longitudinal axis A and the road surface 4.

[0063] In addition, no axial gap is formed between the air guides 12, 14 and 16, that is, adjacent axial outer edges of the air guides 12, 14 and 16 are in contact with each other. Alternatively, only a very small axial gap may be formed between the air guides 12, 14 and 16. Figure 1 The illustration is schematic and is not actually intended to indicate the formation of such an axial gap.

[0064] Furthermore, it is schematically shown that the first air guide element 12 contacts the axially outer edge of the underbody 3, in particular the rear region of the underbody 3. This again means that no axial gap is formed between these components.

[0065] As shown by the extension of arrow B, air flowing from the front to the rear of the vehicle 2 thus continues to flow along the outer portion of the rear diffuser 10 without significant deflection. This reduces aerodynamic drag and is particularly beneficial at low vehicle speeds (e.g., up to 30 km / h or up to 50 km / h).

[0066] Figure 2 A second operating state of the rear diffuser 10 is shown, wherein the air guides 12 , 14 and 16 are each in a second position. Figure 1 Compared to the state of the underbody 3, the actuator 18 generates a torque M, thereby rotating the link 22 directly connected to the actuator 18 and / or the rightmost rotation bearing 26 away from the underbody 3. Since all air deflectors 12, 14 and 16 are at least indirectly engaged with each other via the link assembly 20, the rotation of the first link 22 is transmitted to all other links 22 and air deflectors 12, 14 and 16. This results in a rotational movement of all air deflectors 12, 14 and 16, which rotate in such a way that they are lifted vertically upwards and moved axially away from the underbody 3 and / or in the rearward direction along the longitudinal axis A.

[0067] and Figure 1 By comparison, it can be seen that in the second operating state, the air guides 12, 14 and 16 are non-horizontal. Therefore, they are arranged at larger non-zero angles (not shown) relative to the longitudinal axis A and the road surface 4 (not shown). These angles differ from each other, the third air guide member 16 being arranged at the largest corresponding angle, the second air guide member 14 being arranged at the second largest corresponding angle, and the first air guide member 12 being arranged at the smallest corresponding angle. In other words, the first air guide member 12 is less inclined relative to the road surface 4 and the longitudinal axis A than the second air guide member 14 and the third air guide member 16. Therefore, the outer portion or outer face of the rear diffuser 20 is non-planar and more curved than in the first operating state.

[0068] Furthermore, in the second operating state, the air guides 12, 14 and 16 are arranged at an angle W of less than 180° relative to one another and are no longer aligned. One of these angles W is Figure 2 It is shown between the first air guide 12 and the second air guide 14 .

[0069] The movement from the first operating state to the second operating state causes a gap 32 to be formed between the axial rear end of the underbody 3 and the first air guide member 12. The axial width C of this gap 32 is schematically shown and amounts to several centimeters, in particular greater than 5 cm. In the example shown, this width is measured along the longitudinal axis A. Furthermore, gaps 34 are formed between adjacent first air guides 12 and second air guides 14 and between the second air guides 14 and third air guides 16.

[0070] like Figure 1 As shown by arrows B in FIG. 1 , the air flowing axially along the underbody 3 thus flows along the inner and outer surfaces of the rear diffuser 10, in particular, along the inner and outer surfaces of the air guides 12, 14, and 16 thereof. For example, a portion of the air flowing along the underbody 3 flows through the gap 32 and flows along the inner sides of the air guides 12, 14, and 16. Figure 1 The airflow thus expands (in particular turns) more rapidly than if it were to flow along the underbody 3. This promotes the generation of downforce.

[0071] like Figure 2 As further shown, air can also flow through the gaps 34 formed between the air guides 12, 14 and 16. It has been found that this allows the angle of attack, particularly of the second air guide 14 and the third air guide 16, to be increased without stalling. This further increases the potential for generating downforce.

[0072] Compared to the first operating state, the second operating state is particularly suitable for higher speeds, for example, driving speeds above 30 km / h or above 50 km / h. The actuator 18 can be controlled to selectively change between the first operating state and the second operating state depending on the driving speed of the vehicle 2. For example, if a corresponding speed threshold is exceeded (for example, at least for a certain minimum time), the rear diffuser 10 is moved from Figure 1 The first operating state changes to Figure 2 On the other hand, if the speed is below the threshold value (for example, at least for a certain minimum time), the rear diffuser 10 is Figure 2 The second operation state changes to Figure 1In this way, the aerodynamic characteristics of the rear diffuser 10 can be switched between reducing aerodynamic drag (first operating state) and increasing downforce (second operating state) according to the current driving speed of the vehicle. In the described embodiment, the air guides 12, 14 and 16 and the linkage assembly 20 form an example of an assembly 100 according to the present disclosure.

Claims

1. An active rear diffuser (10) for a road vehicle (2), The rear diffuser (10) comprises: - a first air guide (12) and at least one second air guide (14), - an actuating assembly (17), wherein at least a portion of the first air guide (12) and the second air guide (14) are arranged in sequence along a longitudinal axis (A) of the road vehicle (2), wherein the actuation assembly (17) is configured to move each of the first air guide and the second air guide (14) to a first position in which the rear diffuser (10) is in a first operating state and a second position in which the rear diffuser (10) is in a second operating state; Wherein, compared with the second operating state, in the first operating state, the width of the first gap (34) between the first air guide member (12) and the second air guide member (14) is smaller.

2. The active rear diffuser (10) according to claim 1, in, The actuation assembly (17) is configured to move each of the first air guide (12) and the second air guide (14) to the first position at a first vehicle speed and to the second position at a second vehicle speed, wherein the first vehicle speed is lower than the second vehicle speed.

3. The active rear diffuser (10) according to claim 1 or 2, in, In the first operating state, the width of the first gap (34) is less than 5 cm.

4. The active rear diffuser (10) according to claim 3, in, In the first operating state, the width of the first gap (34) is 0 cm.

5. An active rear diffuser (10) according to any one of the preceding claims, in, In the first operating state, a width of a second gap (32) between the first air guiding component (12) and an adjacent part of the road vehicle (2) is smaller than in the second operating state.

6. The active rear diffuser (10) according to claim 5, in, In the first operating state, the width of the second gap (32) is less than 5 cm.

7. The active rear diffuser (10) according to claim 6, in, In the first operating state, the width of the second gap (32) is 0 cm.

8. An active rear diffuser (10) according to any one of the preceding claims, in, The first air guide (12) and the second air guide (14) define an outer portion of the rear diffuser (10) facing the road surface (4); Wherein the curvature of the outer portion is smaller in the first operating state than in the second operating state.

9. The active rear diffuser (10) according to claim 8, in, In the first operating state, the outer portion is substantially planar and / or curved similarly to an adjacent portion of an underbody (3) of the road vehicle (2).

10. An active rear diffuser (10) according to any one of the preceding claims, in, Compared to the second operating state, in the first operating state, the angle of the first air guide (12) relative to the road surface (4) and / or the angle of the second air guide (14) relative to the road surface (4) are smaller.

11. An active rear diffuser (10) according to any one of the preceding claims, in, The first air guide (12) extends at a first angle relative to the road surface (4), and the second air guide (14) extends at a second angle relative to the road surface (4); and a difference between the first angle and the second angle is smaller in the first operating state than in the second operating state.

12. An active rear diffuser (10) according to any one of the preceding claims, in, The actuation assembly (17) includes a linkage assembly (20) and at least one actuator (18), wherein the linkage assembly (20) couples the first air guide (12) and the second air guide (14) to the actuator (18).

13. The active rear diffuser (10) according to claim 12, in, The connecting rod assembly (20) couples the first air guide (12) and the second air guide (14) to each other.

14. The active rear diffuser (10) according to claim 13, in, The linkage assembly (20) includes a pivot joint (24) to which the first air guide (12) and the second air guide (14) are both joined.

15. The active rear diffuser (10) according to claim 14, in, The linkage assembly (20) includes a pivot joint (24) to which the first air guide (12) and the second air guide (14) are each coupled via a respective associated linkage (22).

16. The active rear diffuser (10) according to claim 14, in, The pivot joint (24) is joined to a pivot bearing (26) which is fixed to the vehicle (2).

17. An assembly (100) for providing an active rear diffuser (10) for a road vehicle (2), The assembly (100) comprises: - a first air guide (12) and at least one second air guide (14), a linkage assembly (20) coupled to the first air guide (12) and the second air guide (14) and configured to be coupled to at least one actuator (18), wherein at least a portion of the first air guide (12) and the second air guide (14) are arranged in sequence along a longitudinal axis (A) of the road vehicle (2), wherein each of the first air guide (12) and the second air guide (14) is movable to a first position and a second position, wherein the rear diffuser (10) is in a first operating state in the first position and the rear diffuser (10) is in a second operating state in the second position, Wherein, compared with the second operating state, in the first operating state, the width of the first gap (34) between the first air guide member (12) and the second air guide member (14) is smaller.

18. A road vehicle (2) comprising an active rear diffuser (10) according to any one of claims 1-16.

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