Spoiler for a motor vehicle
By designing deformable spoilers and actuators to control the deformation of airfoils, the problem of increased drag when increasing downforce in high-performance vehicles was solved, achieving the effect of increasing speed and reducing energy consumption during cornering and braking.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- FERRARI SPA
- Filing Date
- 2025-12-10
- Publication Date
- 2026-06-12
AI Technical Summary
Existing high-performance vehicle spoilers, when used to increase the angle of attack to increase downforce, can lead to increased drag, affecting vehicle speed and energy consumption.
Design a spoiler that includes an elastic deformable plate and an actuator. The actuator controls the deformation of the airfoil, allowing the aerodynamic surface to switch between different configurations to increase or decrease downforce and drag as needed.
It achieves increased downforce without increasing drag during cornering and braking, thereby increasing vehicle speed and reducing energy consumption without requiring additional components.
Smart Images
Figure CN122186285A_ABST
Abstract
Description
Cross-references to related applications
[0001] This patent application claims priority to Italian patent application No. 102024000028167, filed on December 11, 2024, the entire disclosure of which is incorporated herein by reference. Technical Field
[0002] This invention relates to a spoiler for motor vehicles, particularly high-performance motor vehicles. Background Technology
[0003] As is well known, high-performance motor vehicles include a body with a spoiler positioned above the rear wheels.
[0004] It is known that a spoiler has an airfoil, which is configured to generate the following aerodynamic forces upon interaction with airflow along the normal direction of travel of a motor vehicle:
[0005] - Direct resistance parallel to the direction of travel and opposite to the direction of travel of the motor vehicle; and
[0006] - Downward pointing downward pressure.
[0007] It is known that the drag and downforce generated by the spoiler increase with the angle of attack of the airfoil relative to the airflow.
[0008] The increased downforce increases the overall load on the rear wheels, thereby shortening the straight-line braking distance and increasing the cornering speed while maintaining the same cornering radius.
[0009] Therefore, it is desirable to configure the spoiler with a sufficiently large relative angle of attack to obtain a high downforce value.
[0010] Therefore, it is known to manufacture spoilers with high curvature and thus large angle of attack.
[0011] However, increasing the angle of attack of the spoiler airfoil also increases the drag generated by the spoiler, thereby reducing the maximum achievable speed and increasing the vehicle's energy consumption.
[0012] The current industry demand is for a device that can increase the overall downforce of a vehicle during cornering and braking, without increasing the overall drag of the vehicle while driving, and using as few additional components as possible. Summary of the Invention
[0013] The object of the present invention is to obtain a spoiler for motor vehicles that can at least meet one of the aforementioned requirements.
[0014] The above objective is achieved by the present invention because it relates to a spoiler for a motor vehicle, and a motor vehicle including said spoiler.
[0015] According to one embodiment of the present invention, a spoiler for a motor vehicle is provided, comprising: a support structure; and an aerodynamic surface designed to interact with airflow along a first travel axis in use to generate aerodynamic forces, and mounted on the support structure; characterized in that the spoiler comprises: an elastically deformable plate mounted on the support structure; at least two airfoils defining the aerodynamic surface, each airfoil being fixed to the plate; and an actuator operatively connected to the elastically deformable plate and operable to determine elastic deformation of the elastically deformable plate and thereby moving the aerodynamic surface between a first configuration and a second configuration; in the first configuration, the aerodynamic surface has a first angle of attack relative to an airflow oriented parallel to the first axis in use; in the second configuration, the aerodynamic surface has a second angle of attack different from the first angle of attack.
[0016] In one embodiment, each airfoil includes: a leading edge and a trailing edge, the leading edge and the trailing edge being opposite to each other and defining the airfoil at the front and rear portions respectively relative to the normal driving direction of the motor vehicle; and a corresponding lower surface and a corresponding upper surface, the lower surface and the upper surface defining the aerodynamic surface and defining the airfoil at the top and bottom portions respectively relative to the normal driving direction of the motor vehicle; the lower surface and the upper surface of the airfoil are arranged sequentially relative to each other.
[0017] In one embodiment, the airfoil is inserted between the support structure and the actuator.
[0018] In one embodiment, the lower and upper surfaces of two consecutive airfoils are spaced apart from each other.
[0019] In one embodiment, at least one airfoil is fixed to the plate at a region of its respective lower or upper surface.
[0020] In one embodiment, in the non-deformable configuration of the plate, the airfoil has a first length along the first axis and a first width greater than the first length along a second axis perpendicular to the first axis.
[0021] In one embodiment, the plate is shaped like a leaf spring; in the non-deformable configuration of the plate, the plate has a second length along the first axis and a second width along the second axis that is less than the first length.
[0022] In one embodiment, the plate includes: a first end portion mounted to the support structure; a second free end portion opposite to the support structure and operatively connected to the actuator; and a main body portion inserted between the first end portion and the second end portion, wherein the airfoil is fixed to the main body portion.
[0023] In one embodiment, the first end of the plate is attached to the support structure; and / or the first end of the plate is hinged to the support structure parallel to the second axis, and the main body portion of the plate is mounted to the support structure via a connecting rod; the connecting rod is hinged to both the support structure and the plate.
[0024] In one embodiment, when the plate is in the first configuration, the plate is non-deformable and has a plane orthogonal to the first axis and the second axis.
[0025] In one embodiment, the actuator sequentially includes: a housing fixed to a vehicle body; and a rod movable relative to the housing and fixed to a second end of the plate opposite to the support structure; the rod is movable relative to the housing parallel to a third axis, the third axis being transverse to the first axis and orthogonal to the second axis.
[0026] In one embodiment, the spoiler includes: a pair of plates spaced apart from each other along the second axis; and a pair of actuators operatively connected to the respective plates and capable of operating independently of each other to determine differential elastic deformation of the plates.
[0027] According to one embodiment of the present invention, a motor vehicle is provided, comprising: a body including a front portion and a rear portion, and a support structure fixed to the body; a spoiler as described above; and a control unit programmed to receive a first command or a second command as input, the first command relating to the need to reduce drag generated by the aerodynamic surface, and the second command relating to the need to increase downforce generated by the aerodynamic surface; the control unit is operatively connected to the actuator and programmed to: upon receiving the first command, cause the actuator to switch at least one of the spoilers to the first configuration; and upon receiving the second command, cause the actuator to switch at least one of the spoilers to the second configuration. In one embodiment, the support structure is fixed to the rear portion of the body. Attached Figure Description
[0028] To better understand the present invention, three preferred embodiments are described below by way of non-limiting examples with reference to the accompanying drawings, wherein:
[0029] Figure 1This is a perspective view of a motor vehicle including a spoiler manufactured according to the teachings of the present invention, based on a first embodiment.
[0030] Figure 2 yes Figure 1 The spoiler in the first working configuration, along Figure 1 Enlarged cross-sectional view of line II-II.
[0031] Figure 3 yes Figure 1 In the second working configuration, the spoiler is along Figure 1 Enlarged cross-sectional view of line II-II.
[0032] Figure 4 yes Figures 1 to 3 A top view of the spoiler.
[0033] Figure 5 yes Figure 1 The spoiler in the rear view of the third working configuration.
[0034] Figure 6 yes Figure 1 A cross-sectional view of the spoiler in the first working configuration of the second embodiment.
[0035] Figure 7 yes Figure 6 A cross-sectional view of the spoiler in the second working configuration.
[0036] Figure 8 yes Figure 1 A cross-sectional view of the spoiler in the first working configuration of the third embodiment.
[0037] Figure 9 This is a cross-sectional view of the spoiler in the second working configuration of the third embodiment.
[0038] Figure 10 yes Figure 8 and Figure 9 A top view of the spoiler in the third embodiment. Detailed Implementation
[0039] Reference Figures 1 to 5 The number 1 represents a motor vehicle, which includes the body 2 that defines the passenger compartment.
[0040] In addition, it can be defined as:
[0041] - The longitudinal axis X, which is integrated with the vehicle body 2, is horizontally positioned and parallel to the vehicle body during use. Figure 1 The normal driving direction of the motor vehicle 1 shown;
[0042] - The transverse axis Y, integrated with the vehicle body 2, is horizontally positioned and orthogonal to the axis X during use; and
[0043] - The axis Z, which is integrated with the vehicle body 2, is set vertically and orthogonal to the axes X and Y when in use.
[0044] The vehicle body 2 consists of a front part 5 and a rear part 6 that are parallel to each other on the axis X.
[0045] Motor vehicle 1 also includes:
[0046] - The support structure 8 fixed to the vehicle body 2; and
[0047] - A spoiler 9 supported by a support structure 8 and defining an aerodynamic surface 10.
[0048] Specifically, the support structure 8 is fixed to the rear part 6 of the vehicle body 2.
[0049] The aerodynamic surface 10 has angles of attack α and β relative to the axis X and therefore relative to the apparent direction of the airflow F during normal operation of the motor vehicle 1.
[0050] During the movement of the motor vehicle 1, the aerodynamic surface 10 interacts with the airflow F, and the following occurs depending on the values of the angles of attack α and β:
[0051] - A direct downward pressure parallel to the Z-axis; and
[0052] - Direct resistance parallel to axis X and opposite to the direction of travel of motor vehicle 1.
[0053] The advantage is that the spoiler 9 includes:
[0054] - A pair of elastic deformable plates 15, which are fixed to the support structure 8;
[0055] - Multiple airfoils 16a, 16b, 16c, defining an aerodynamic surface 10 and each fixed to a plate 15; and
[0056] - A pair of actuators 20, operably connected to a corresponding plate 15, each actuator being operable to determine the elastic deformation of the corresponding plate 15, thereby causing the pneumatic surface 10 in the first configuration ( Figure 2 ) and the second configuration ( Figure 3 The aerodynamic surface 10 moves between the two sides; in the first configuration, the aerodynamic surface 10 has an angle of attack α; in the second configuration, the aerodynamic surface 10 has an angle of attack β that is different from the angle of attack α.
[0057] More specifically, the support structure 8 includes a pair of walls 25 fixed to the rear part 6 of the vehicle body 2, the walls 25 extending parallel to axis X and spaced apart parallel to axis Y.
[0058] The wall 25 extends rearward cantilevered from the rear 6 and has a main vertical extension parallel to the axis Z.
[0059] Each wall 25 specifically includes ( Figure 2and 3 ):
[0060] - Each of its sections 100 has a main vertical extension that extends cantileveredly from the rear 6 of the vehicle body 2; and
[0061] - Each segment 101 has a main horizontal extension and extends backward from the corresponding segment 100.
[0062] Each section 100 specifically includes a lower end 27 that extends cantileveredly from the rear 6.
[0063] Each segment 101 specifically includes a lower end 28 opposite to the corresponding segment 100.
[0064] The plates 15 are shaped like leaf springs, with their length direction parallel to axis X and spaced apart from each other parallel to axis Y.
[0065] Each plate 15 includes more details:
[0066] - Front end portion 30, which is operably connected to the corresponding wall 25;
[0067] - Rear end portion 31, which is opposite to end portion 30 and operably connected to the corresponding actuator 20; and
[0068] - The middle part 32 is located between the ends 30 and 31.
[0069] Specifically, the end 30 of each plate 15 is engaged with the end 28 of the wall 25.
[0070] In the case shown, there are three airfoil components 16a, 16b, and 16c.
[0071] Each airfoil component 16a, 16b, and 16c includes, in sequence:
[0072] -The anterior margin 17 and the posterior margin 18 opposite to the anterior margin 17; and
[0073] - Upper surfaces 13 and lower surfaces 14, which are opposite to each other and each extends between the corresponding leading edge 17 and the corresponding trailing edge 18.
[0074] Airfoil elements 16a, 16b, and 16c are sequentially arranged between the wall 25 and the rod 22 of the corresponding actuator 20.
[0075] The airfoil elements 16a, 16b; 16b, 16c that are continuous to each other are separated by corresponding chambers 50, 51, and the upper part of chambers 50, 51 is defined by plate 15.
[0076] The upper surface 13 and lower surface 14 of the airfoils 16a, 16b, and 16c define the aerodynamic surface 10.
[0077] In the case shown, the upper surface 13 is flat.
[0078] Specifically, each chamber 50 (51) separates the leading edge 17 of the airfoil 16b (16c) from the trailing edge 18 of the airfoil 16a (16b).
[0079] In the case shown, the trailing edges 18 of the airfoils 16a and 16b are concave and accommodate the corresponding leading edges 17 of the airfoils 16b and 16c.
[0080] Airfoil parts 16a, 16b, and 16c are disposed below the corresponding plates 15, and their respective upper surfaces 13 are fixed to the corresponding portions 52a, 52b, and 52c of the portions 32 of the corresponding plates 15.
[0081] Parts 52a, 52b, and 52c of each plate 15 are inserted sequentially between the respective ends 30 and 31 of the plate 15.
[0082] Referring to the non-deformable configuration of the reference plate 15, the airfoils 16a, 16b, and 16c have a length along axis X and a width greater than that length along axis Y.
[0083] Specifically, referring to the non-deformable configuration of the reference plate 15, the upper surface 13 of the airfoils 16a, 16b, and 16c is rectangular, with its long side parallel to the axis Y and its short side parallel to the axis X.
[0084] When plate 15 is not deformed, it extends parallel to axis X, and when it is deformed by actuator 20, it bends upward around axis Y.
[0085] When plate 15 is not deformed, aerodynamic surface 10 is in the first configuration.
[0086] When plate 15 is bent (especially upward), aerodynamic surface 10 is in the second configuration.
[0087] When the aerodynamic surface 10 is in the first configuration, the upper surface 13 is arranged orthogonal to the axis Z and parallel to the axis X. In this first configuration, the angle of attack α of the aerodynamic surface 10 is essentially zero, and the aerodynamic surface 10 has minimal drag when traveling parallel to the axis X.
[0088] When the pneumatic surface 10 is in the second configuration, the upper surface 13 has its own placement plane, which is transverse to the axis X, and the angle formed by these planes and the axis X gradually increases from the wall 25 toward the actuator 20 parallel to the axis X.
[0089] In this second configuration, the angle of attack β of the aerodynamic surface 10 is greater than zero, and the aerodynamic surface 10 generates the maximum downforce parallel to the axis Z.
[0090] Each actuator 20 includes, in sequence:
[0091] - Each of their respective housings 21, which is fixed to the rear 6 of the vehicle body 2; and
[0092] - Each rod 22 slides relative to the housing 21 along an axis A that is orthogonal to the axis Y and inclined relative to the axes X and Z.
[0093] Specifically, the rod 22 of each actuator 20 includes a first end housed inside the corresponding housing 21 and a second end 23 opposite to the first end. The second end 23 is disposed outside the corresponding housing 21 and fixed to the end 31 of the corresponding plate 15.
[0094] Each rod 22 is movable relative to the corresponding housing 21 between the following positions:
[0095] -The respective contraction positions ( Figure 2 ), and the free length of the corresponding rod 22 relative to the corresponding housing 21 at that position is considered to be at its minimum; and
[0096] -Each stretching position ( Figure 3 and 5 The free length of the corresponding rod 22 relative to the corresponding housing 21 at this position is considered to be at its maximum value.
[0097] Motor vehicle 1 also includes:
[0098] - Multiple sensors 55 (only in) Figure 1 (Illustrated schematically), it is designed for detecting the corresponding significant quantities of the trajectory and speed of motor vehicle 1; and
[0099] -Control unit 60 (also only in Figure 1 (Illustrated in the diagram), it is programmed to receive significant quantities detected by sensor 55 as input.
[0100] The control unit 60 is operably connected to the actuator 20 to drive the rod 22 to slide relative to the corresponding housing 21 parallel to the corresponding axis A.
[0101] More specifically, the control unit 60 is also programmed to:
[0102] - Based on the significant quantity detected by sensor 55, process a first control signal related to the need to increase the downforce acting on the motor vehicle 1 parallel to axis Z, or a second control signal related to the need to reduce the resistance of the motor vehicle 1.
[0103] - If the first control signal is processed, the actuator 20 is commanded to position the lever 22 in the corresponding extended position; and
[0104] If the second control signal is processed, the actuator 20 is commanded to position the lever 22 in the corresponding retracted position.
[0105] See attached document Figure 5 The control unit 60 is also programmed to:
[0106] -Based on the significant quantity detected by sensor 55, process the third control signal related to the need to increase the downforce acting on one side of the motor vehicle 1 relative to axis Y, which is parallel to axis Z.
[0107] - Command only one actuator 20 to position the corresponding rod 22 in the corresponding extended position; and
[0108] - Command another actuator 20 to position the corresponding rod 22 in the corresponding retracted position.
[0109] The operation of spoiler 9 is from Figure 2 The state shown is as follows: At this time, each plate 15 is in a non-deformable state, the aerodynamic surface 10 is in the first configuration, which corresponds to a basically zero angle of attack α and minimum resistance parallel to the axis X, and the rod 22 of the actuator 20 is in the corresponding retracted position.
[0110] The control unit 60 receives significant quantities detected by the sensor 55 that are related to the driving trajectory and speed of the motor vehicle 1.
[0111] If the control unit 60 processes a second control signal related to the need to increase the downward pressure parallel to the axis Z, the control unit 60 will position the lever 22 of the actuator 20 in the corresponding extended position.
[0112] Accordingly, the plate 15 bends upward about the axis Y and arranges the pneumatic surface 10 in a second configuration, in which the upper surface 13 lies on its respective plane, which are tilted at a corresponding angle relative to the axis X, from the wall 15 toward the respective actuator 20, with the angle gradually increasing.
[0113] In this second configuration, the angle of attack β of the aerodynamic surface 10 is greater than zero, and the resulting downforce parallel to the axis Z is the greatest.
[0114] If the control unit 60 processes a third control signal related to the need to increase the downward pressure acting on the side of the vehicle 1 parallel to axis Z and relative to axis Y, it commands only one actuator 20 to position the corresponding lever 22 in the corresponding extended position, and commands the other actuator 20 to position the corresponding lever 22 in the corresponding retracted position. In this way, the downward pressure on the extended side of lever 22 increases ( Figure 5 ).
[0115] If the control unit 60 processes a first control signal related to the need to reduce the resistance of a motor vehicle traveling parallel to axis Z, the control unit 60 positions the lever 22 of the actuator 20 in the corresponding retracted position. Figure 2 ).
[0116] Accordingly, the plates 15 return to their respective non-deformable positions, and the aerodynamic surfaces 10 are in a first configuration in which the upper surfaces 13 are located on planes that are orthogonal to the axis Z and parallel to the axis X.
[0117] Reference Figure 6 and 7 The number 9' represents a spoiler according to the second embodiment of the present invention.
[0118] Spoiler 9' is similar to spoiler 9, and the following only describes the differences between them; identical or equivalent parts of spoilers 9 and 9' are identified by the same reference numerals as much as possible.
[0119] Specifically, the difference between spoiler 9' and spoiler 9 is as follows:
[0120] - Airfoil elements 16a, 16b, and 16c are arranged above the corresponding plates 15;
[0121] - The lower surfaces 14 of the airfoils 16a, 16b, and 16c are fixed to the corresponding plates 15 at their respective portions 52a, 52b, and 52c; and
[0122] - The upper surfaces 13 of the airfoils 16a and 16b have their own flat rear portions 105', which gradually approach the corresponding plates 15 from the wall 25 toward the corresponding actuators 20 when the plates 15 are not deformed.
[0123] The working process of spoiler 9' is similar to that of spoiler 9, so it will not be described in detail.
[0124] Reference Figures 8 to 10 The number 9'' indicates a spoiler according to the second embodiment of the present invention.
[0125] Spoiler 9'' is similar to spoiler 9, and the following only describes the differences between them; identical or equivalent parts of spoilers 9 and 9'' are identified by the same reference numerals as much as possible.
[0126] The difference between plate 15'' of spoiler 9'' and plate 15 of spoiler 9 is as follows:
[0127] - Each end 30 is hinged to the corresponding first part 111'' of the corresponding segment 101'' around an axis B'' parallel to the axis Y; and
[0128] - Each part 32 is connected to the corresponding part 112'' of the corresponding section 101'' via a link 113''.
[0129] Specifically, part 111'' is positioned in front of part 112''.
[0130] Each link 113'' is hinged about the corresponding axis C'' to the corresponding part 112'', and about the axis D'' to the corresponding part 32 of the corresponding plate 15''.
[0131] Referring to the non-deformable position of the reference plate 15, axes B'', C'', and D'' are positioned above the airfoil 16a, and connecting rod 113'' is positioned at the airfoil 16b.
[0132] In the case shown, axes B'', C'', and D'' are parallel to each other and parallel to axis Y; axis B'' is located in front of axes C'' and D'', and axis C'' is located above axis D''.
[0133] The operation of spoiler 9'' is similar to that of spoiler 9, so it will not be described in detail.
[0134] The advantages that can be obtained are obvious from the analysis of the spoilers 9, 9', 9'' according to the present invention.
[0135] Specifically, spoilers 9, 9', and 9'' include:
[0136] - Elastic deformable plates 15 and 15'' are fixed to the supporting structure 8;
[0137] - Multiple airfoils 16a, 16b, 16c, defining an aerodynamic surface 10 and each fixed to plates 15, 15''; and
[0138] -Actuator 20, which can be operated to determine the elastic deformation of plates 15, 15'', thereby moving pneumatic surface 10 between a first configuration and a second configuration; in the first configuration, pneumatic surface 10 has an angle of attack α; in the second configuration, pneumatic surface 10 has an angle of attack β different from the angle of attack α.
[0139] Thus, the control unit can selectively:
[0140] - Move the aerodynamic surface 10 to a second configuration with the maximum angle of attack β and generating maximum downforce, so that the rods 22 of the actuator 20 are arranged in their respective extended positions so that the plates 15, 15'' bend; and
[0141] - Move the aerodynamic surface 10 to a first configuration with a substantially zero angle of attack α and minimum resistance in the direction parallel to the axis X, so that the rod 22 of the actuator 20 is arranged in the corresponding retracted position so that the plates 15, 15'' are in the corresponding non-deformable position.
[0142] The same aerodynamic surface 10 can be used to increase downforce on curved sections or during braking, or to reduce drag during driving to increase maximum speed or reduce energy consumption, thereby increasing driving range.
[0143] Since the actuators 20 can be selectively and independently controlled, the lever 22 of one actuator 20 can be positioned in a corresponding extended position while the lever 22 of the other actuator 20 is positioned in a corresponding retracted position. In this way, the control unit 60 increases the downforce generated by half of the aerodynamic surface, increasing the load only on the inner wheel of the curve, such as... Figure 5 As shown.
[0144] In summary, it is obvious that the spoilers 9, 9', 9'' manufactured according to the present invention can be modified and varied, as long as such modifications and variations do not depart from the scope of protection defined by the claims.
[0145] Specifically, spoilers 9, 9', 9'' may include a single plate 15, 15'' and a single actuator 20, or a different number of airfoils 16a, 16b, 16c.
Claims
1. A spoiler (9, 9', 9'') for a motor vehicle (1), comprising: Support structure (8); as well as A pneumatic surface (10) is designed to interact with airflow along a first travel axis (X) to generate aerodynamic force during use and is mounted on the support structure (8). The spoiler is characterized in that it comprises: Elastic deformable plates (15, 15'') are installed on the support structure (8); At least two airfoils (16a, 16b, 16c), at least two of the airfoils defining the aerodynamic surface (10), and each airfoil being fixed to the plate (15, 15''); and An actuator (20) is operably connected to the elastically deformable plate (15, 15'') and operable to determine the elastic deformation of the elastically deformable plate (15, 15'') and thereby move the aerodynamic surface (10) between a first configuration and a second configuration; in the first configuration, the aerodynamic surface (10) has a first angle of attack (α) relative to an airflow (F) oriented parallel to a first axis (X) during use; in the second configuration, the aerodynamic surface (10) has a second angle of attack (β) different from the first angle of attack (α).
2. The spoiler according to claim 1, characterized in that, The airfoil components (16a, 16b, 16c) all include: Leading edge (17) and trailing edge (18), the leading edge and the trailing edge being opposite to each other, and defining the airfoil (16a, 16b, 16c) at the front and rear respectively relative to the normal driving direction of the motor vehicle (1); and The corresponding lower surface (14) and the corresponding upper surface (13) define the aerodynamic surface (10) and define the airfoil (16a, 16b, 16c) at the top and bottom respectively relative to the normal driving direction of the motor vehicle (1); The lower surface (14) and the upper surface (13) of the airfoil (16a, 16b, 16c) are arranged sequentially relative to each other.
3. The spoiler according to claim 2, characterized in that, The airfoil (16a, 16b, 16c) is inserted between the support structure (8) and the actuator (20).
4. The spoiler according to claim 2, characterized in that, The lower surface (14) and the upper surface (13) of the two consecutive airfoil elements (16a, 16b; 16b, 16c) are spaced apart from each other.
5. The spoiler according to claim 2, characterized in that, At least one airfoil (16a, 16b, 16c) is fixed to the plate (15, 15'') in the area of its respective lower surface (14) or its respective upper surface (13).
6. The spoiler according to claim 1, characterized in that, In the non-deformable configuration of the plates (15, 15''), the airfoils (16a, 16b, 16c) have a first length along the first axis (X) and a first width greater than the first length along a second axis (Y) perpendicular to the first axis (X).
7. The spoiler according to claim 1, characterized in that, The plates (15, 15'') are shaped like leaf springs; In the non-deformable configuration of the plates (15, 15''), the plates (15, 15'') have a second length along the first axis (X) and a second width along the second axis (Y) that is less than the first length.
8. The spoiler according to claim 1, characterized in that, The plate (15, 15'') includes: The first end (30) is mounted on the support structure (8); The second free end (31) is opposite to and operably connected to the actuator (20) of the support structure (8); and The main body (32) is inserted between the first end and the second end (30, 31), and the airfoil (16a, 16b, 16c) is fixed to the main body.
9. The spoiler according to claim 8, characterized in that, The first end (30) of the plate (15) is attached to the support structure (8). And / or the first end (30) of the plate (15'') is hinged to the support structure (8) parallel to the second axis (Y), and the main body portion (32) of the plate (15'') is mounted to the support structure (8) by means of a connecting rod (113''); The connecting rod (113'') is hinged to both the support structure (8) and the plate (15'').
10. The spoiler according to claim 1, characterized in that, When the plates (15, 15'') are in the first configuration, the plates (15, 15'') are non-deformable and have planes orthogonal to the first axis (X) and the second axis (Y).
11. The spoiler according to claim 1, characterized in that, The actuator (20) comprises, in sequence: The housing (21), which is fixed to the vehicle body (2); and A rod (22) is movable relative to the housing (21) and fixed to the second end (31) of the plate (15, 15'') opposite to the support structure (8). The rod (22) is movable relative to the housing (21) parallel to the third axis (A), which is transverse to the first axis (X) and orthogonal to the second axis (Y).
12. The spoiler according to claim 1, characterized in that, It includes: A pair of plates (15, 15'') are spaced apart from each other along the second axis (Y); as well as A pair of actuators (20) are operatively connected to respective plates (15, 15'') and are operable independently of each other to determine differential elastic deformation of the plates (15, 15'').
13. A motor vehicle, comprising: The vehicle body (2) includes a front part (5) and a rear part (6) in sequence, and a support structure (8) is fixed to the vehicle body (2); The spoiler (9, 9', 9'') according to claim 1; as well as The control unit (60) is programmed to receive a first command or a second command as input, the first command relating to the need to reduce the drag generated by the aerodynamic surface (10) and the second command relating to the need to increase the downforce generated by the aerodynamic surface (10); The control unit (60) is operatively connected to the actuator (20) and programmed to: Upon receiving the first command, the actuator (20) switches at least one of the boards (15, 15'') to the first configuration; as well as Upon receiving the second command, the actuator (20) switches at least one of the boards (15, 15'') to the second configuration.
14. The motor vehicle according to claim 13, characterized in that, The support structure (8) is fixed to the rear part (6) of the vehicle body (2).