Adaptive vehicle aerodynamics system for downforce

Abstract

Embodiments of the present disclosure relate to an adaptive vehicle aerodynamics system for downforce. A vehicle aerodynamics system with dual operating modes for modifying downforce at different speed ranges and driving conditions. The system includes multiple fans located in airflow channels and deployable skirts that interact with a ground surface. In a first mode, a full set of skirts forms a fully sealed bounded area underneath the vehicle, with central fans producing maximum downforce at low speeds and on smooth road surfaces. In a second mode, a subset of skirts (primarily side skirts) modifies the bounded area while all fans operate to provide downforce at dynamic driving conditions on uneven road surfaces. The system includes control mechanisms for selectively deploying the skirts and operating the fans based on driving conditions, thereby optimizing maximum downforce at low speeds with improved performance on different terrains at higher speeds.

Description

Technical Field

[0001] This disclosure generally relates to vehicle aerodynamics, and more specifically to adaptive systems for improving vehicle performance. In particular, the disclosed examples relate to active aerodynamic elements capable of dynamically adjusting to enhance vehicle characteristics under various driving conditions. Background Technology

[0002] Vehicle aerodynamics presents a variety of challenges under different operating conditions. Performance vehicles employ multiple methods to manage airflow characteristics. Aerodynamic effects vary significantly depending on vehicle speed, terrain conditions, and driving scenarios. Different aerodynamic management methods exhibit different performance characteristics depending on the operating environment. Summary of the Invention

[0003] One aspect of the invention relates to a vehicle aerodynamic system comprising: one or more fans positioned in an airflow passage of the vehicle, at least one airflow passage extending to a defined region below the vehicle; a plurality of skirts configured to selectively operably couple with a ground surface to define the defined region below the vehicle; and a control system configured to operate the vehicle aerodynamic system in the following manner: a first mode having a first set of skirts from the plurality of skirts deployed in a first configuration to create the defined region below the vehicle, wherein a first fan from the one or more fans operates via a corresponding airflow passage to generate low pressure within the defined region; and a second mode having a plurality of skirts forming a second configuration different from the first configuration, wherein at least one of a first fan or a second fan from the one or more fans operates via a corresponding airflow passage.

[0004] Another aspect of the invention relates to a method of operating a vehicle aerodynamic system, comprising: receiving sensor data by a control system, the sensor data indicating at least one operating condition of a vehicle having one or more fans, the one or more fans being positioned in an airflow channel, the at least one airflow channel extending to a defined area below the vehicle; determining, based on the received sensor data, a skirt configuration for selectively operably coupling with a ground surface by the control system; actuating the multiple skirts by the control system based on the determined skirt configuration; when the multiple skirts are in a first configuration, activating, in a first mode, a first fan from one or more fans via a corresponding airflow channel by the control system to generate low pressure in the defined area; and when the multiple skirts form a second configuration different from the first configuration, activating, in a second mode, at least one of the first fan or the second fan from one or more fans via a corresponding airflow channel by the control system. Attached Figure Description

[0005] Throughout the accompanying drawings, reference numerals may be used repeatedly to indicate the correspondence between referenced elements. The drawings are provided to illustrate the subjects described herein, and not to limit their scope.

[0006] Figure 1 It is a perspective view of the underside of a vehicle that incorporates a multi-mode dynamic aerodynamic system, based on some examples.

[0007] Figure 2 It is a perspective view of the underside of a vehicle containing a multi-mode dynamic aerodynamic system with multiple defined areas, based on some examples.

[0008] Figure 3 It is a perspective view of the underside of a vehicle, based on certain examples, that includes a multi-mode dynamic aerodynamic system with further multi-defined area configurations.

[0009] Figure 4 This is a flowchart of a method for operating a multi-mode dynamic aerodynamic system based on certain examples.

[0010] Figure 5 It is a block diagram depicting the control system architecture of a multi-mode dynamic aerodynamic system based on certain examples. Detailed Implementation

[0011] According to certain examples, this disclosure provides a multi-mode dynamic aerodynamic system for vehicles to increase downforce generation under various driving conditions. The system utilizes a combination of selectively deployable skirts and fans to create and control low-pressure zones beneath the vehicle, thereby increasing tire grip and vehicle performance. The system aims to address the limitations of existing dynamic aerodynamic solutions by providing adaptive configurations that can be modified for different driving scenarios, from smooth straight-line acceleration to dynamic driving on varying terrain.

[0012] In at least one example, the vehicle aerodynamic system includes multiple fans positioned in airflow channels, multiple selectively deployable skirts configured to interact with the ground surface, and a control system managing the operation of the fans and skirts. The system can be configured to operate in multiple modes, each optimized for specific driving conditions and performance requirements.

[0013] The system operates by selectively deploying skirts that interact with the ground surface, creating defined (e.g., sealed or partially sealed) zones beneath the vehicle. Fans positioned in airflow channels extending into these defined zones generate low pressure within these zones by drawing air, thereby creating downforce that enhances vehicle grip and stability (e.g., by creating a vacuum or partial vacuum within the defined zones). The control system adjusts skirt deployment and fan operation based on driving conditions to manage transitions between different operating modes.

[0014] In some examples, the system includes multiple fans positioned within airflow channels. For instance, the system could use four fans, including two central fans and two outer fans. The central fans could be positioned such that their airflow channels open into a defined area defined by the fully deployed skirt, while the outer fans could operate outside the defined area. The fans could have different diameters and power ratings, depending on the specific requirements of the vehicle and the desired performance characteristics.

[0015] In some examples, the system includes multiple sets of skirts that can be selectively deployed to interact with the ground surface. In one example, these include side skirts extending along the sides of the vehicle, as well as front and rear skirts that define areas. The skirts may include hinge assemblies or extension mechanisms that allow them to be deployed, retracted, or positioned in intermediate states between fully deployed and fully retracted. The skirts may be designed to remain close to the ground surface while being durable enough to withstand operating conditions. The skirts may incorporate materials and mechanisms that allow them to operate effectively at different deployment positions and heights to optimize aerodynamic sealing for specific operating requirements and conditions. In some examples, the skirts may have direct physical contact with the ground. In some examples, the skirts may be designed to maintain controlled proximity to the ground surface while minimizing direct contact, although intermittent contact may occur based on driving conditions, terrain variations, vehicle dynamics, or specific operating modes. The skirts may incorporate flexible materials and adaptive geometries to accommodate different interaction requirements under various operating conditions.

[0016] Skirts can be deployed and retracted via various mechanisms. In some examples, the skirt may include a hinge assembly capable of rotating out from a retracted position to engage with the ground surface. For instance, the skirt may utilize an extension mechanism that allows linear deployment movement. The deployment mechanism may include actuators, position sensors, and a control interface for precise control of the deployment position. These mechanisms can be configured to allow full deployment and partial deployment to intermediate positions between fully deployed and fully retracted states. The hinge assembly or extension mechanism may be selectively controlled by a control system to achieve the desired skirt configuration based on operating modes and driving conditions.

[0017] In some examples, the control system manages the operation of the fan and side skirts based on various inputs and predetermined operating modes. The control system can receive inputs from sensors that detect vehicle speed, wheel position, vehicle pitch and roll, GPS position, ground conditions, and / or ground proximity. Based on these inputs, the control system can determine the appropriate operating mode and adjust the deployment of the side skirts and the operation of the fan accordingly. The control system can also dynamically adjust these parameters during operation to adapt to changing conditions.

[0018] In some examples, ground proximity detection systems utilize various sensor technologies to measure and monitor the distance between the vehicle and the ground surface. For instance, the system may include optical sensors (such as lasers or cameras), electromagnetic sensors (such as millimeter-wave radar), ultrasonic sensors, or combinations thereof, strategically positioned on the underside of the vehicle. The sensors can continuously measure ground clearance and transmit real-time distance data to the control system via the vehicle's communication network. The control system can process this sensor data, along with other vehicle dynamics information, to determine the optimal skirt deployment position. For example, when approaching uneven terrain or obstacles detected by the proximity sensors, the system can adjust the position of individual skirts to maintain optimal ground clearance while preserving aerodynamic performance. The sensor arrangement may include redundant detection methods to ensure reliable operation under varying environmental conditions and vehicle operating states.

[0019] In some examples, the control system can leverage predictive sensing capabilities to optimize skirt deployment. The system can combine various sensors and detection mechanisms to analyze upcoming road conditions, terrain features, and anticipated vehicle dynamics along the vehicle's expected path. Based on this predictive analysis, the control system can dynamically calculate and adjust the optimal deployment configuration for individual skirt sections, including deployment height, angle, and position. These adjustments can be made to balance multiple factors, including maintaining effective aerodynamic sealing while avoiding unnecessary ground contact, adapting to anticipated terrain changes, and preparing for detected upcoming vehicle maneuvers, such as turning events. The system can integrate inputs from GPS location data, terrain mapping, vehicle speed sensors, wheel position sensors, and inertial measurement sensors to achieve this predictive optimization of skirt deployment.

[0020] In some examples, the control system can enable the fan to operate at different power levels corresponding to specific operating modes, where the power levels encompass a variety of operating parameters, including fan speed, mass flow rate, and pressure drop generation capability. In a first mode, the fan can operate at a first power level optimized for generating low pressure within the fully defined area, typically characterized by a lower mass flow rate but a higher pressure drop. The first power level may involve specific fan blade positions, rotational speeds, and duct configurations to maximize pressure reduction within the defined area. In a second mode, the fan can operate at a second power level configured to increase mass flow, utilizing different blade geometries, higher rotational speeds, or improved duct arrangements to optimize airflow across the vehicle underside. The system can dynamically adjust these power level parameters based on sensor feedback to maintain optimal aerodynamic performance for each operating mode.

[0021] During operation, when the system is in the first mode (e.g., high downforce mode), the control system deploys the first set of skirts, including side skirts and front / rear skirts, to create a better-sealed area under the vehicle compared to the second mode. The central fan is activated to generate low pressure within this defined area, producing significant downforce even at low vehicle speeds.

[0022] When the system switches to a second mode (e.g., a downforce mode optimized for changing conditions), the control system can selectively retract or deploy side skirts and fans with different configurations based on operating conditions. For example, in this mode, the system can keep the side skirts deployed while retracting the front and rear skirts, creating a modified demarcation zone that allows for increased airflow under the vehicle. The system can activate various combinations of fans, adjust their speeds, modify ductwork, etc., to generate enhanced downforce by increasing the vacuum under the vehicle.

[0023] In some examples, the control system can dynamically adjust its configuration based on a variety of factors, including vehicle speed, GPS location, wheel position data, vehicle pitch, and vehicle roll. In these examples, the system can use pre-stored map data (potentially representing a racetrack or public road) or sensor data to characterize the vehicle's path (e.g., detecting upcoming turns, slopes, potholes, etc.). For instance, during existing or anticipated cornering maneuvers, the system can asymmetrically adjust fan speed or skirt deployment to optimize performance. The transitions between modes and specific configurations can be determined based on predetermined operating conditions, sensor inputs, or driver selections.

[0024] In this configuration, the system provides improved performance across different ground and vehicle conditions while maintaining increased downforce. Selective deployment of the side skirts and variable fan operation allow the system to adapt to dynamic driving conditions while maintaining effective aerodynamics.

[0025] In some examples, the system may include multiple defined zones, where the defined zones include the area beneath the vehicle defined by one or more skirts that interact with the ground surface to create a partial or complete seal. For example, the vehicle may have separate defined zones at the front and rear, allowing for more precise control of downpressure distribution.

[0026] The system can incorporate various fan configurations, including: variable blade fans (e.g., fans with adjustable blade angles or variable geometry blades) that can be adjusted to different operating positions; fans operating at different speeds; and / or fans with multiple blade groups that can be selectively activated based on operating conditions. The fans may include mechanical linkages, speed control, or blade selection mechanisms that adjust operation in response to signals from the control system.

[0027] The control system can dynamically manage these fan configurations across different operating modes. For example, the system can selectively activate specific blade groups, adjust blade geometry, or change fan speeds based on factors such as vehicle speed, terrain conditions, and desired downpressure characteristics. The control system can incorporate adaptive airflow management to dynamically control and optimize airflow distribution through the system. This can include, for example, actively adjusting airflow routing mechanisms such as variable geometry ducts, flow control valves, adjustable baffles, or other flow guiding elements positioned within the airflow path. In some examples, the system can selectively modify the airflow distribution to direct low pressure generated by one or more fans to specific defined areas based on operational requirements. For example, the system can redirect airflow from a single fan to different defined areas, combine airflow from multiple fans to enhance pressure generation within a single defined area, or adjust the distribution ratio between multiple defined areas to optimize downpressure characteristics. The airflow path system can include convergence-divergence sections and special geometries to enhance mass flow and pressure characteristics under different operating modes.

[0028] Additionally, in some examples, the side skirts can be designed to partially deploy to an intermediate position between fully deployed and fully retracted, allowing for fine-tuning of aerodynamic characteristics based on specific driving conditions. For instance, when driving on public roads, the system can deploy the side skirts to a partial position, providing enhanced downforce while maintaining sufficient ground clearance to adapt to road conditions. The control system can calculate the optimal intermediate position based on factors such as vehicle speed, terrain characteristics, and desired downforce levels. This partial deployment capability allows the system to dynamically balance maximum downforce generation with practical handling considerations.

[0029] In some examples, the system may incorporate a filter element at the inlet of the airflow path to prevent debris from entering the fan during operation. For instance, the filter element may include a mesh structure to prevent stones from being sucked into the fan, as well as more advanced dust capture and separation systems.

[0030] In some examples, the partial deployment capability works in conjunction with the system's ability to monitor ground proximity and vehicle dynamics. The control system can adjust the deployment position based on sensor inputs, including vehicle speed, GPS location, wheel position data, vehicle pitch, vehicle roll, and data from other sensors such as cameras and proximity detectors under different driving conditions.

[0031] For example, a monitoring and feedback system can include various sensors and detection mechanisms to provide input data to the control system to manage skirt deployment and aerodynamic performance.

[0032] Figure 1This illustration depicts a multi-mode dynamic aerodynamic system 100, based on examples of vehicle downforce generation devices. The figure illustrates one approach to active vehicle aerodynamics designed to address the challenge of generating downforce across varying speed ranges and terrain conditions. Traditional passive aerodynamic systems generate limited downforce at lower speeds, impacting vehicle performance during acceleration or cornering, where enhancing tire grip through downforce could be beneficial. Figure 1 The configuration shown demonstrates how fans located in different positions work in conjunction with selectively deployed side skirts to create an adjustable, defined area beneath the vehicle, allowing system 100 to switch between generating downforce at low speeds on smooth surfaces and maintaining downforce at higher speeds on various terrains. This adaptive approach offers a different way to implement a dynamic aerodynamic system, providing the vehicle with handling characteristics across a variety of driving conditions.

[0033] System 100 includes a fan assembly 102, a central airflow path 104, an outer airflow path 106, a side skirt 108, and a front skirt 110.

[0034] Fan assembly 102 includes multiple fans positioned on the underside of the vehicle. In some examples, fan assembly 102 may include multiple individual fan units housed within an aerodynamically shaped housing designed to enhance airflow characteristics while minimizing drag effects. The fans may be configured to have variable speed capability to adjust downforce generation based on vehicle operating conditions. In some examples, system 100 may use four fans, including two central fans and two outer fans, positioned to enhance airflow in different operating modes. Figure 2 As described below, these fans can be arranged in various configurations to create different pressure zones under the vehicle.

[0035] A central airflow path 104 extends from the central fan of the fan assembly 102. This path can extend to a defined area beneath the vehicle, allowing the central fan to create a low-pressure zone within the area when operating in the first mode. In some examples, the airflow path can incorporate flow optimization features, such as curved transition sections and aerodynamic surfaces, to maximize airflow efficiency and pressure differential generation. The central airflow path can be specifically designed to extend into the defined area created by the fully deployed skirts to generate maximum downforce at low speeds. This configuration can be combined with... Figure 2 The multiple defined regions shown work together, with airflow paths 204 and 206 providing similar functionality to their respective defined regions.

[0036] The outer airflow path 106 corresponds to one of the outer fans. The outer airflow path can be positioned towards the lateral edge of the vehicle and can be designed to optimize airflow characteristics in a second operating mode. The path can incorporate specific geometry to enhance mass flow when the system operates in a configuration where not all skirts are fully deployed. In some examples, when the system operates in a second mode, the outer airflow path facilitates mass flow configuration optimized for varying operating conditions such as higher speeds or uneven terrain. This arrangement is consistent with... Figure 3 The multiple airflow paths (302, 304) shown complement each other and are configured to direct airflow to specific areas under the vehicle.

[0037] In some examples, different materials and / or construction methods can be used for different skirt segments based on their operational requirements. For example, side skirts that remain deployed at high speeds across changing terrain can employ more durable materials or protective features compared to front and rear skirts that retract under similar conditions. The system may also include different deployment mechanisms and ground interaction features optimized for the specific functions of each skirt segment.

[0038] Side skirts 108 extend along the longitudinal side of the vehicle. The side skirts help define the lateral boundaries of the area beneath the vehicle and may remain deployed in a variety of operating modes. In some examples, the side skirts may employ a flexible material on the ground surface to maintain an effective seal across varying terrains while minimizing wear. According to some examples, these side skirts remain deployed in both the first and second operating modes to maintain a degree of downforce enhancement even when the other skirts are retracted. Figure 4 As shown, after detecting the operating conditions (operation 402), determining the skirt configuration (operation 404) is a useful step in the system operation process.

[0039] The front apron 110 may include one or more portions, including front apron portion 112 and front apron portion 114, which extend across the front of the vehicle's underside. When deployed together with the corresponding rear apron and side aprons in a first operating mode, the front apron can create a defined low-pressure area. The front apron can be implemented as a single continuous component or as multiple independent portions working together to create the defined area. The front apron 110 can be selectively deployed or retracted based on the operating mode, and its position is managed by a control system.

[0040] In some examples, the front apron may include an actuation mechanism that allows partial deployment to a central position based on specific operating conditions. The control system may calculate the partial deployment position based on factors such as vehicle speed, terrain characteristics, and desired downforce levels.

[0041] The selective deployment of the front apron is a useful feature for switching between the first operating mode (high downforce mode) and the second operating mode (optimized for changing terrain). This selective deployment capability is Figure 4 This is part of an integrated control system that monitors and adjusts the system configuration based on changing conditions (operation 408).

[0042] The central airflow path 104 extends into the defined area created by the deployed side skirts, while the outer airflow path 106 is positioned outside the side skirts to optimize mass flow during second-mode operation. This arrangement allows the system to dynamically adjust to maximize downforce at low speeds and optimize performance under varying terrain and at higher speeds. The outer fans and their intake paths are specifically located at the lateral edges of the vehicle, outside the defined area defined by the side skirts (e.g., side skirt 108), to enhance mass flow characteristics when operating in a configuration with the front and rear skirts retracted.

[0043] In some examples, system 100 can be controlled by a control system that determines an appropriate operating mode based on various inputs, including vehicle speed, GPS location, wheel position sensor data, vehicle pitch, vehicle roll, onboard sensor data, and pre-stored track / road information (including map data). The control system can also utilize data from cameras, proximity sensors, and other detection mechanisms to monitor vehicle and ground conditions. Figure 4 As shown, this control process involves a systematic approach to detecting conditions, determining configuration, activating the system, and continuous monitoring to achieve effective performance.

[0044] The monitoring and feedback system incorporates these various sensors and data inputs to provide the control system with comprehensive information to manage aerodynamic performance. The system can process real-time sensor data and stored information about the track and road conditions to optimize skirt deployment and fan operation under different driving scenarios.

[0045] Figure 2 This is a schematic diagram 200 depicting a multi-mode dynamic aerodynamic system, based on certain examples. Schematic diagram 200 shows an example with multiple defined regions.

[0046] Reference numeral 202 indicates fan assemblies located at different positions on the vehicle. Although schematic 200 shows them all in a single component, in some examples they may be positioned based on enclosure constraints and corresponding duct paths. In some examples, these fans may be arranged in a specific configuration to create different pressure zones beneath the vehicle. For example, the individual fans in fan 202 may be selectively activated based on the current operating mode of the multi-mode dynamic aerodynamic system, such as activating only the central fan in a first mode and activating all fans in a second mode.

[0047] Airflow path 204 corresponds to one or more defined regions within the defined area. The airflow path directs airflow from one or more fans in group 202 to generate low pressure within its corresponding defined region. In some examples, each airflow path may have its own dedicated fan, optimized for operating conditions requiring different pressure characteristics. For example, fan assembly 202 may include one or more baffles 214 (shown in dashed lines) positioned between the individual fans in fan group 202 to create separate airflow zones. Baffles 214 may be configured to direct airflow from a specific fan to respective defined regions 208, 210 on either side of the central skirt 212. Baffles 214 may be permanent or selectively deployed to allow for different airflow path configurations based on operating modes. For example, when present, baffles 214 help ensure dedicated airflow paths between a specific fan and its corresponding defined region to optimize pressure generation and downpressure characteristics.

[0048] Another airflow channel 206 corresponds to the second defined region. Airflow channel 206 also directs airflow to generate low pressure within its corresponding defined region. Similar to the first airflow channel 204, the channel may use a dedicated fan tuned for its specific operating characteristics, or in some examples, may share a fan with other airflow channels.

[0049] A unique enclosed or defined zone 208 is formed beneath the vehicle by deployed skirts (including the central skirt 212). When the corresponding fan is activated, the defined zone 208 creates a controlled low pressure, contributing to the overall downforce generation. In some examples, the zone can be controlled independently of other defined zones to optimize downforce distribution.

[0050] The second, unique enclosed area 210 is formed beneath the vehicle by the extended skirts and central skirt 212. This area can be controlled independently of the first defined area 208 to optimize downforce distribution under the vehicle based on the needs of operating modes (e.g., depending on road conditions and / or vehicle handling).

[0051] As shown in Figure 200, multiple defined zones can be configured to operate in different modes based on vehicle operating conditions. In some examples, the operating mode can be determined based on collected sensor data, including vehicle speed, GPS location, wheel position sensor data, vehicle pitch, road conditions, suspension component positions, and vehicle roll. This sensor data enables the system to dynamically adjust the formation of the defined zones and activate appropriate fans to influence vehicle behavior and performance. This configuration is based on... Figure 1 Enhanced control capabilities are provided on top of the single defined region concept shown, and these capabilities are further expanded in the following figures.

[0052] For example, during high-speed cornering, the system can asymmetrically activate the fans across lateral areas to enhance stability, while selectively deploying or retracting the front apron to optimize aerodynamics. During straight-line acceleration, the system may distribute downforce more evenly across all areas while maintaining the side and front aprons deployed to maximize traction. The control system can independently manage fan speed, apron position, and defined zone configuration to optimize performance for specific driving conditions.

[0053] The defined areas can be configured in several ways, including: all skirts fully deployed to achieve maximum downforce at low speeds; selectively deploying only the side skirts for high-speed driving; or using an asymmetrical configuration in which different combinations of front, rear, and side skirts are deployed to optimize performance for specific handling.

[0054] Figure 3 Figure 300 is a schematic diagram depicting a multi-mode dynamic aerodynamic system according to certain examples. Figure 300 shows the configuration of multiple defined regions formed by multiple skirts.

[0055] Airflow channel 302 extends to a specific area under the vehicle and may correspond to one of the defined areas. Airflow channel 302 can be configured to direct airflow to a specific area under the vehicle, such as the front area 308, to create a targeted downforce distribution. In some examples, airflow channel 302 employs a geometry with aerodynamically designed surfaces to reduce flow drag while enhancing pressure differential generation. The channel may have a variable cross-sectional area along its length to control airflow velocity and pressure characteristics, thereby allowing control over downforce generation under dynamic driving conditions. The airflow channel is built on... Figure 1 Based on the central airflow channel 104 shown, but with more precise directional control.

[0056] For example, the channel can guide airflow in a variety of configurations: it can draw in air from the defined area created by the unfolded skirt, draw in air from outside the defined area through the outer section, or work in conjunction with other channels to create a targeted downforce distribution pattern.

[0057] The system's airflow channels can be configured to work in conjunction with different defined zone arrangements, including fully defined zones with all skirts fully deployed, partially defined zones with only side skirts deployed, and asymmetrical configurations where channels may interact with multiple zones simultaneously. For example, an outer channel located near the side skirts can both draw air from within the defined zone and draw in additional airflow from outside the defined zone to enhance overall aerodynamic performance.

[0058] The control system can selectively manage these airflow interactions to optimize downforce distribution in different vehicle zones, allowing for dynamic adjustments to aerodynamic characteristics based on specific operating conditions and performance requirements. This flexibility in airflow management enables the system to create targeted pressure zones while maintaining efficient overall aerodynamic performance.

[0059] Additional airflow channels 304 can correspond to controlled airflow directed to different areas under the vehicle, which may correspond to other defined areas. These channels, acting as air passages, can be configured to work in conjunction with single or multiple fans via selective routing mechanisms. In some examples, these airflow channels may have computationally designed internal geometries, including transition curves and deflectors, to reduce turbulence while increasing mass flow. These channels may include variable orifice or valve mechanisms to adjust and selectively route the channels to adjust the effective flow area and airflow distribution based on operating conditions. In some examples, the system may include various fan configurations and arrangements. While some examples show four fans, the system can implement any number of fans based on specific vehicle requirements and design constraints. Individual fans may have different diameters, rated power, and operating characteristics, optimized for their intended function. Multiple fans can be configured to serve a single defined area to enhance pressure generation and provide redundancy; or individual fans can be guided via dedicated airflow channels to serve multiple defined areas. Fans may include variable blade mechanisms to adjust performance characteristics, and fan specifications such as diameter, blade geometry, and motor power can be selected to optimize performance for specific operating modes. The system can utilize different combinations of central and outer fans, some optimized for operation in fully defined areas, while others are configured to enhance mass flow in partially defined configurations. Fan placement and ductwork arrangement can be tailored based on vehicle enclosure constraints, suspension geometry, and other design requirements.

[0060] Multiple deployable skirts 310 (e.g., skirt 306) define various defined areas beneath the vehicle. These skirts act as movable barriers, creating defined (e.g., sealed or partially sealed) areas beneath the vehicle. In some embodiments, skirts 310 may comprise a composite material with a structural core and flexible grounding elements, providing both durability and adaptability to different surface conditions. The system may include pressure sensors located within the defined areas and / or on the underside of the vehicle, providing feedback on sealing effectiveness and pressure conditions. Sensor data allows the control system to dynamically adjust fan speed, blade geometry, duct routing, and skirt position based on inputs including vehicle speed, GPS location, wheel position data, vehicle pitch, and vehicle roll, such as... Figure 4 The operation process is as described above.

[0061] When one or more of the side skirts 310 are deployed and the central fan is activated through its respective airflow channel, the system 300 can generate greater downforce at the front of the vehicle. This configuration creates a pressure differential that can enhance the vertical force on the front wheels. In some embodiments, the ability to directionally distribute downforce can involve a pressure mapping algorithm that calculates fan speed and side skirt position based on vehicle dynamics data, thereby enabling precise adjustment of aerodynamic characteristics during different driving maneuvers such as braking, acceleration, and cornering.

[0062] Additionally, when the skirt 306 is deployed and the different fans are activated through their respective airflow channels, system 300 can generate greater downforce at the rear of the vehicle. This configuration shifts the aerodynamic balance toward the rear axle. In some examples, this rear-biased configuration can use differential fan speeds between the front and rear units, with the rear fan operating at a higher power level to create a low-pressure zone beneath the rear of the vehicle, which may be useful in scenarios requiring enhanced rear-end stability or launch control conditions. The control system can dynamically adjust fan speeds and power levels based on specific performance requirements, including maximizing traction during acceleration from a standstill, to optimize downforce distribution.

[0063] In some examples, the system operates in a mode that provides downforce across the entire defined area 308 when a subset of the skirt 310 is retracted. This configuration allows for increased mass airflow beneath the vehicle while maintaining a pressure differential. In some embodiments, this mode can utilize variable-pitch fan blades that can adjust their angle of attack based on airflow conditions, helping to optimize efficiency at different vehicle speeds and terrain types.

[0064] Figure 4 Flowchart 400 illustrates the operation of a multi-mode dynamic aerodynamic system based on certain examples. Flowchart 400 describes a series of operations performed by the system under various operating conditions to increase downforce generation.

[0065] In operation 402, the system collects and analyzes data from various sensors to determine the vehicle's current operating environment. These operating conditions can include vehicle speed, track type, road surface conditions, GPS location, wheel position sensor data, vehicle pitch, and vehicle roll. For example, the system can detect whether the vehicle is accelerating in a straight line on a flat surface or driving on a bumpy track with varying terrain. The control system can use GPS location to identify specific track segments or road conditions that require specific skirt configurations.

[0066] In operation 404, based on detected operating conditions, the system determines the configuration of the deployable skirts. For low-speed, flat road conditions, such as 0-60 mph sprints or off-road races, the system can select a first mode, where all skirts deploy (e.g., side skirts and front / rear skirts) to create a defined low-pressure zone (e.g., a completely sealed, defined area). For high-speed driving or uneven terrain, the system can select a second mode, where only the side skirts deploy, to allow for improved passive aerodynamics while maintaining some downforce enhancement.

[0067] After operating 406 and determining the appropriate skirt configuration, the system activates the corresponding fan system. For example, in the first mode (fully sealed defined area), the system can primarily activate the central fan to generate low pressure within the defined area, thereby generating downforce at low speeds. In the second mode (side skirts only), the system can activate all fans, including the central and outer fans, to increase mass flow under the vehicle floor and supplement passive aerodynamic effects.

[0068] In operation 408, the system continuously monitors vehicle conditions (e.g., using sensors and / or stored map data) and performance parameters to make real-time adjustments as needed. This may include adjusting fan power levels based on downforce requirements, fine-tuning skirt deployment positions based on changing terrain, or switching between operating modes if conditions change significantly.

[0069] In some examples, the operations described in flowchart 400 can be performed continuously during vehicle operation, enabling the system to respond in real time to changing conditions. Additionally, the system may allow the driver to manually select an operating mode based on anticipated conditions at the start of driving, and the system then optimizes performance within the selected mode.

[0070] Figure 5 This is a block diagram 500 depicting the control system architecture of a multi-mode dynamic aerodynamic system based on certain examples.

[0071] The control system 502 includes a processor subsystem 504. In some examples, the subsystem may include a CPU 506 implemented as an automotive-grade microcontroller with an operating frequency of 400-800MHz; a memory 508 with 256KB of flash memory and 128KB of RAM; and a CAN bus interface 510 for vehicle network communication with an operating speed of 500kbps. The processor subsystem supports real-time processing of sensor data and control of pneumatic system components.

[0072] The mode selection logic 512 implements a state machine 514 with hysteresis parameters for managing transitions between operating modes, a decision algorithm 516 for processing sensor inputs based on defined thresholds, and a prediction component 518 for predicting changes in operating conditions using GPS and map data. For example, the system can predict upcoming different terrains and prepare appropriate mode transitions.

[0073] In some examples, the fan assembly system 520 may include a central, motor-driven fan 522 for generating downpressure in a first mode, and an outer fan 524 with the capability to be optimized for a second operating mode. In some examples, each fan includes a variable blade mechanism and a PWM control interface operating at 12-bit resolution and 25kHz for precise airflow control.

[0074] The airflow channel system 526 includes a central channel extending into the defined area and outer channels arranged toward the side of the vehicle, having converging-diverting sections with an area ratio between 1.2:1 and 2:1 to optimize flow characteristics.

[0075] In some examples, the skirt deployment system 528 manages three different mechanisms: side skirts 530, front / rear skirts 532, and a central skirt 534. Each mechanism includes a hinge assembly or extension mechanism for deployment control, a position sensor for precise feedback, and an actuator for precise movement. The system supports both full deployment to generate downforce and partial deployment for intermediate operating conditions.

[0076] The monitoring and feedback system 536 includes various sensors, including a pressure monitor 538 that measures conditions within a defined area, a performance monitor 540 that tracks fan motor current consumption and skirt position accuracy, and a fault detector 542 that identifies sensor malfunctions and mechanical problems.

[0077] The system implements multiple connection flows. For example: data connections that connect sensors to the processor subsystem via interface modules and control signals to the fan motor and skirt actuators; physical connections between fan assemblies, airflow channels, and defined areas; control flows that manage operating mode transitions; and user interface connections that enable driver control and feedback via dashboard indicator lights and diagnostic data logging. Example

[0078] Some examples may include one or more of the following aspects.

[0079] Example 1 is a vehicle aerodynamic system comprising: one or more fans positioned in an airflow passage of the vehicle, at least one airflow passage extending to a defined area below the vehicle; a plurality of skirts configured to selectively operatively couple with a ground surface to define the defined area below the vehicle; and a control system configured to operate the vehicle aerodynamic system in the following modes: a first mode in which a first set of skirts of the plurality of skirts is deployed in a first configuration to create a defined area below the vehicle, wherein a first fan from one or more fans operates via a corresponding airflow passage to generate low pressure within the defined area; and a second mode in which the plurality of skirts form a second configuration different from the first configuration, and wherein at least one of the first or second fans from one or more fans operates via a corresponding airflow passage.

[0080] In Example 2, the subject matter of Example 1 is repeated, wherein in the second configuration, multiple skirts include side skirts that are deployed to interact with the ground surface when the front and rear skirts are retracted.

[0081] In Example 3, the subject matter of Example 1 also includes: a second defined area below the vehicle defined by the second set of skirts; and a fan from one or more fans positioned in an airflow passage extending into the second defined area; wherein the control system is also configured to selectively operate the fan to generate low pressure within the second defined area.

[0082] In Example 4, the subject matter of Examples 1-3 also includes components that selectively retract or extend one or more of a plurality of skirts based on an operating mode defined by the control system.

[0083] In Example 5, the subject matter of Examples 1-4 is presented, wherein multiple skirts include extension mechanisms for selectively retracting or extending one or more of the multiple skirts based on an operating mode controlled by the control system.

[0084] In Example 6, the subject matter of Examples 1-5 is used, wherein multiple skirt panels are configured to be partially unfolded to an intermediate position between an unfolded state and a retracted state, and wherein the intermediate position is determined based on an operating mode defined by the control system.

[0085] In Example 7, the subject matter of Examples 1-6 is described, wherein the control system is configured to: determine an operating mode from multiple operating modes based on one or more operating conditions; calculate a partially deployed position for at least one of the multiple skirts based on the operating mode; and actuate at least one of the multiple skirts to the partially deployed position.

[0086] In Example 8, the subject matter of Examples 1-7 is repeated, wherein the control system is configured to deploy or retract multiple skirts based on one or more of the following: GPS location, current vehicle speed, wheel position sensor data, vehicle pitch, or vehicle roll.

[0087] In Example 9, the subject matter of Examples 1-8 also includes a ground proximity detection system configured to: measure the distance between the vehicle and the ground surface using one or more sensors; and communicate the measured distance to a control system, wherein the control system is further configured to adjust the deployment of one or more of a plurality of skirts based on the measured distance.

[0088] In Example 10, the subject matter of Examples 1-9 is described, wherein the control system is configured to operate the first fan at a power level corresponding to: a first power level in a first mode; and a second power level in a second mode.

[0089] Example 11 is a method of operating a vehicle aerodynamic system, comprising: receiving sensor data by a control system, the sensor data indicating at least one operating condition of a vehicle having one or more fans positioned in an airflow channel extending to a defined area below the vehicle; determining, based on the received sensor data, a skirt configuration for selectively operably coupling with a ground surface by the control system; actuating the multiple skirts by the control system based on the determined skirt configuration; when the multiple skirts are in a first configuration, activating, by the control system, a first fan of the one or more fans through a corresponding airflow channel in a first mode to generate low pressure in the defined area; and when the multiple skirts form a second configuration different from the first configuration, activating, by the control system, at least one of the first fan or the second fan of the one or more fans through the corresponding airflow channel in the second mode.

[0090] In Example 12, the subject matter of Example 11 is followed, wherein activating the control system in the second mode includes deploying the side skirts to operatively couple with the ground surface while keeping the front and rear skirts in the retracted position.

[0091] In Example 13, the subject matter of Example 11 also includes a second defined area below the vehicle defined by a second set of skirts by a control system; and activation by the control system of one or more fans positioned in airflow channels extending into the second defined area to generate low pressure within the second defined area.

[0092] In Example 14, the subject matter of Examples 11-13 is described, wherein actuating at least one of a plurality of skirts includes a control component that selectively retracts or unfolds at least one of the plurality of skirts based on a determined skirt configuration.

[0093] In Example 15, the subject matter of Examples 11-14, wherein actuating at least one of a plurality of skirts includes a control extension mechanism to selectively retract or extend at least one of the plurality of skirts based on a determined skirt configuration.

[0094] In Example 16, the subject matter of Examples 11-15, wherein actuating at least one of a plurality of skirts includes unfolding at least one skirt portion to an intermediate position between an unfolded state and a retracted state based on a determined skirt configuration.

[0095] In Example 17, the subject matter of Examples 11-16 is described, wherein determining the skirt configuration includes: determining an operating mode from multiple operating modes based on received sensor data; and calculating the partial deployment position for at least one of the multiple skirts based on the operating mode.

[0096] In Example 18, the subject matter of Examples 11-17, the received sensor data includes at least one of the following: GPS location data, vehicle speed data, wheel position sensor data, vehicle pitch data, or vehicle roll data.

[0097] In Example 19, the subject matter of Examples 11-18 is as follows: the received sensor data includes distance measurements between the vehicle and the ground surface; and determining the skirt configuration includes adjusting the deployment position of one or more of a plurality of skirts based on the distance measurements.

[0098] In Example 20, the subject matter of Examples 11-19 is as follows: activating the first fan in the first mode includes operating the first fan at a first power level; activating the first fan in the second mode includes operating the first fan at a second power level.

[0099] Example 21 is a method of installing a vehicle aerodynamic system on a vehicle, comprising: mounting one or more fans to the underside of the vehicle, wherein the one or more fans are positioned in an airflow channel; fixing at least one airflow channel to extend to an area under the vehicle, the area being configured to form a defined area; installing a plurality of skirts along the periphery of the underside of the vehicle, wherein the plurality of skirts are configured to selectively interact with a ground surface to define the defined area; coupling the plurality of skirts to a deployment mechanism capable of selectively deploying and retracting the skirts; installing a control system on the vehicle; connecting the control system to the deployment mechanism of the plurality of fans and the plurality of skirts; and calibrating the control system to operate the vehicle aerodynamic system in multiple modes.

[0100] In Example 22, the subject matter of Example 21 is described, wherein installing multiple skirts includes: installing side skirts along the longitudinal side of the vehicle; installing a front skirt at the front of the vehicle's underside; and installing a rear skirt at the rear of the vehicle's underside.

[0101] In Example 23, the subject matter of Examples 21-22, wherein coupling multiple skirts to a deployment mechanism includes: attaching a hinge assembly to at least one subset of the multiple skirts; and connecting the hinge assembly to an actuator controlled by a control system.

[0102] In Example 24, the subject matter of Examples 21-23, wherein coupling multiple skirts to a deployment mechanism includes: attaching a deployment mechanism to at least one subset of the multiple skirts; and connecting the deployment mechanism to an actuator controlled by a control system.

[0103] In Example 25, the subject matter of Examples 21-24 also includes: installing a central skirt that divides the area under the vehicle into multiple defined zones; and fixing additional airflow channels to extend into each defined zone.

[0104] In Example 26, the subject matter of Examples 21-25, the installation of multiple fans includes: installing a central fan in an airflow channel extending into a defined area; and installing outer fans in an airflow channel positioned toward the side of the vehicle.

[0105] In Example 27, the subject matter of Examples 21-26 also includes: installing multiple sensors on a vehicle; connecting the multiple sensors to a control system; and configuring the control system to receive data from the multiple sensors to determine the skirt configuration.

[0106] In Example 28, the subject matter of Examples 21-27, the installation of multiple sensors includes the installation of at least one of the following: a vehicle speed sensor, a wheel position sensor, an inertial measurement sensor for detecting vehicle pitch and roll, a GPS positioning sensor, or a ground proximity sensor.

[0107] In Example 29, the subject of Examples 21-28, the installation of a control system includes: installing a processor subsystem on a vehicle; connecting the processor subsystem to the vehicle's power supply; installing a memory containing instructions for operating the vehicle's aerodynamic system; and connecting the processor subsystem to a vehicle communication network.

[0108] In Example 30, the subject matter of Examples 21-29 also includes: installing a pressure sensor in an area configured to form a defined area under the vehicle; connecting the pressure sensor to a control system; and configuring the control system to adjust fan operation based on pressure measurements from the pressure sensor.

[0109] In Example 31, the subject matter of Examples 21-30 is described, in which the installation of multiple fans includes: installing fans with variable blades; and connecting a blade adjustment mechanism to a control system so that the blade position can be adjusted based on the operating mode.

[0110] In Example 32, the subject matter of Examples 21-31 also includes: installing a user interface in the cockpit of a vehicle; and connecting the user interface to a control system to allow the driver to select an operating mode.

[0111] In Example 33, the subject matter of Examples 21-32 is described, wherein the calibration control system includes: setting thresholds for switching between different operating modes; configuring the deployment positions of multiple skirts corresponding to each operating mode; and setting fan power levels corresponding to each operating mode.

[0112] In Example 34, the subject matter of Examples 21-33 also includes: installing a filter at the inlet of the airflow channel to prevent debris from entering the fan during operation.

[0113] In Example 35, the subject matter of Examples 21-34 also includes: installing a diagnostic port connected to the control system; and configuring the control system to record operational data for performance optimization.

[0114] Example 36 is a method of manufacturing a vehicle aerodynamic system, comprising: manufacturing one or more fans configured to be positioned in an airflow channel; forming an airflow channel configured to accommodate the one or more fans, wherein at least one airflow channel is shaped to extend under the vehicle and configured to form a defined area; manufacturing a plurality of skirts configured to selectively interact with a ground surface to define the defined area; forming a deployment mechanism for the plurality of skirts, the deployment mechanism being configured to selectively deploy and retract the skirts; assembling a control system configured to operate the vehicle aerodynamic system in multiple modes; and programming the control system using instructions for operating the vehicle aerodynamic system in a first mode and a second mode.

[0115] In Example 37, the subject of Example 36, wherein manufacturing multiple skirts includes: forming side skirts configured to extend along both sides of the vehicle longitudinally; forming a front skirt configured to extend across the front of the vehicle bottom; and forming a rear skirt configured to extend across the rear of the vehicle bottom.

[0116] In Example 38, the subject matter of Examples 36-37, wherein forming the unfolding mechanism includes: manufacturing a hinge assembly configured to be attached to at least a portion of the skirt; and producing an actuator configured to control the movement of the hinge assembly.

[0117] In Example 39, the subject matter of Examples 36-38, wherein forming the deployment mechanism includes: manufacturing a deployment mechanism configured to be attached to at least a portion of the skirt; and producing an actuator configured to control the movement of the deployment mechanism.

[0118] In Example 40, the subject matter of Examples 36-39 also includes: manufacturing a central skirting board configured to divide the area into multiple defined zones; and forming additional airflow channels configured to extend to each defined zone.

[0119] In Example 41, the subject matter of Examples 36-40, wherein manufacturing multiple fans includes: producing a central fan configured to be installed in an airflow passage extending into a defined area; and producing an outer fan configured to be installed in an airflow passage facing the side of the vehicle.

[0120] In Example 42, the subject matter of Examples 36-41 also includes: manufacturing a plurality of sensors configured to detect the operating conditions of the vehicle; and configuring a control system to receive data from the plurality of sensors for determining the skirt configuration.

[0121] In Example 43, the subject matter of Examples 36-42, the manufacture of multiple sensors includes the manufacture of at least one of the following: a vehicle speed sensor, a wheel position sensor, an inertial measurement sensor for detecting vehicle pitch and roll, a GPS positioning sensor, or a ground proximity sensor.

[0122] In Example 45, the subject matter of Examples 36-44 also includes: manufacturing a pressure sensor configured to be installed in an area configured to be a defined area; and configuring a control system to adjust fan operation based on pressure measurements from the pressure sensor.

[0123] In Example 46, the subject matter of Examples 36-45 is discussed, in which manufacturing multiple fans includes: producing fans with variable blades; and manufacturing a blade adjustment mechanism configured to adjust the blade position based on an operating mode.

[0124] In Example 47, the subject matter of Examples 36-46 also includes: manufacturing a user interface configured to be installed in the vehicle's cockpit; and configuring the user interface to allow the driver to select an operating mode.

[0125] In Example 48, the subject matter of Examples 36-47 is discussed, where programming the control system includes: establishing thresholds for switching between different operating modes; defining the deployment positions of multiple skirts corresponding to each operating mode; and setting the fan power level corresponding to each operating mode.

[0126] In Example 49, the subject matter of Examples 36-48 also includes: manufacturing a filter mechanism configured to be installed at the inlet of the airflow passage to prevent debris from entering the fan during operation.

[0127] In Example 50, the subject matter of Examples 36-49 also includes: configuring data logging functionality for the control system to achieve performance optimization.

[0128] Example 51 may include an apparatus that includes means for performing one or more elements of the methods in or related to any of the foregoing examples, or any other method or process described herein.

[0129] Example 52 may include one or more non-transitory computer-readable media, which include instructions that, when executed by one or more processors of an electronic device, cause the electronic device to perform one or more elements of the methods in or related to any of the foregoing examples, or any other methods or processes described herein.

[0130] Example 53 may include an apparatus comprising logic, modules, or circuitry for performing one or more elements of the methods in or related to any of the foregoing examples, or any other methods or processes described herein.

[0131] Example 54 may include any of the methods, techniques, or processes, or parts thereof, from or related to any of the foregoing examples.

[0132] Example 55 may include an apparatus comprising one or more processors and one or more computer-readable media containing instructions that, when executed by the one or more processors, cause the one or more processors to perform any of the methods, techniques, or processes in or related to any of the foregoing examples, or portions thereof.

[0133] Example 56 may include any signal or part thereof from or related to any of the foregoing examples.

[0134] Example 57 may include any datagram, packet, frame, segment, protocol data unit or message, or a portion thereof, or other content described in this disclosure, in or related to any of the foregoing examples.

[0135] Example 58 may include a signal, or a portion thereof, encoded with data from any of the foregoing examples or related to them, or other content described in this disclosure.

[0136] Example 59 may include a signal, or a portion thereof, encoded with a datagram, packet, frame, segment, protocol data unit, or message as described in or related to any of the foregoing examples, or other content otherwise described in this disclosure.

[0137] Example 60 may include an electromagnetic signal carrying computer-readable instructions, wherein one or more processors execute the computer-readable instructions to cause one or more processors to perform any of the methods, techniques or processes in or related to any of the foregoing examples, or portions thereof.

[0138] Example 61 may include a computer program, which includes instructions, wherein executing the program via a processing element causes the processing element to perform any of the methods, techniques, or processes, or portions thereof, in or related to any of the foregoing examples.

[0139] Example 62 may include signals in a wireless network, as shown and described herein.

[0140] Example 63 may include communication methods in a wireless network, as shown and described herein.

[0141] Example 64 may include a system for providing wireless communication, as shown and described herein.

[0142] Example 65 may include devices for providing wireless communication, as shown and described herein.

Claims

1. A vehicle aerodynamic system, comprising: One or more fans are positioned in the airflow passage of the vehicle, at least one airflow passage extending to a defined area below the vehicle; Multiple skirts, the multiple skirts being configured to be selectively coupled to a ground surface to define the defined area beneath the vehicle; The control system is configured to operate the vehicle aerodynamic system as follows: A first mode, the first mode having a first set of skirts from the plurality of skirts, the first set of skirts being deployed into a first configuration to create the defined area under the vehicle, wherein a first fan from the one or more fans operates via a corresponding airflow channel to generate low pressure in the defined area; as well as The second mode has the plurality of skirts forming a second configuration different from the first configuration, and wherein at least one of the first fan or the second fan from the one or more fans operates via a corresponding airflow channel.

2. The vehicle aerodynamic system of claim 1, wherein in the second mode, the plurality of skirts forming the second configuration include side skirts that are deployed to interact with the ground surface when the front and rear skirts are retracted.

3. The vehicle aerodynamic system according to claim 1, further comprising: A second defining region located below the vehicle, the second defining region being defined by a second set of skirt panels; as well as A fan from one or more of the fans, the fan being positioned in an airflow channel extending into the second defined region; The control system is further configured to selectively operate one or more of the fans to generate low pressure within the second defined area.

4. The vehicle aerodynamic system of claim 1, further comprising a component that selectively retracts or deploys one or more of the plurality of skirts based on an operating mode defined by the control system.

5. The vehicle aerodynamic system of claim 1, wherein the plurality of skirts includes a retraction mechanism that selectively retracts or deploys one or more skirts from the plurality of skirts based on an operating mode controlled by the control system.

6. The vehicle aerodynamic system of claim 1, wherein the plurality of skirts are configured to be partially deployed to an intermediate position between a deployed state and a retracted state, and wherein the intermediate position is determined based on an operating mode defined by the control system.

7. The vehicle aerodynamic system of claim 6, wherein the control system is configured to: The operating mode is determined from multiple operating modes based on one or more operating conditions; Based on the operation mode, calculate the partial unfolding position for at least one of the plurality of skirt panels; as well as At least one of the plurality of skirt panels is actuated to the partially unfolded position.

8. The vehicle aerodynamic system of claim 1, wherein the control system is configured to deploy or retract the plurality of skirts based on one or more of the following: GPS location; Current vehicle speed; Wheel position sensor data; Vehicle pitch; or The vehicle tilted to one side.

9. The vehicle aerodynamic system of claim 1, further comprising a ground proximity detection system, the ground proximity detection system being configured to: The distance between the vehicle and the ground surface is measured using one or more sensors; and The measured distance is communicated to the control system. The control system is further configured to adjust the deployment state of one or more of the plurality of skirts based on the measured distance.

10. The vehicle aerodynamic system of claim 1, wherein the control system is configured to operate the one or more fans at power levels corresponding to the following: The first power level in the first mode; and The second power level in the second mode.

11. A method for operating a vehicle aerodynamic system, comprising: The control system receives sensor data indicating at least one operating condition of a vehicle having one or more fans positioned in an airflow channel, at least one airflow channel extending to a defined area below the vehicle. The control system determines the skirt configuration for selectively and operatively coupling multiple skirts to the ground surface based on the received sensor data. The control system actuates the plurality of skirts based on the determined skirt configuration; When the plurality of skirts are in a first configuration, the control system activates a first fan from one or more of the fans in a first mode via a corresponding airflow channel to generate low pressure in the defined area; as well as When the plurality of skirts form a second configuration different from the first configuration, the control system activates at least one of the first fan or the second fan from the one or more fans via the corresponding airflow channel in a second mode.

12. The method of claim 11, wherein in the second configuration, the plurality of skirts includes side skirts that are deployed to interact with the ground surface when the front and rear skirts are retracted.

13. The method of claim 11, further comprising: The control system uses a second set of skirts to define a second defined area below the vehicle; The control system activates a fan from one or more of the fans to generate low pressure within the second defined area, the fan being positioned in an airflow channel extending into the second defined area.

14. The method of claim 11, wherein actuating at least one of the plurality of skirts includes a control component selectively retracting or deploying at least one of the plurality of skirts based on a determined skirt configuration.

15. The method of claim 11, wherein actuating at least one of the plurality of skirts comprises controlling an extension mechanism to selectively retract or extend at least one of the plurality of skirts based on a determined skirt configuration.

16. The method of claim 11, wherein actuating at least one of the plurality of skirts comprises: Based on the determined skirt configuration, at least one skirt portion of the plurality of skirts is unfolded to an intermediate position between the unfolded state and the retracted state.

17. The method of claim 16, wherein determining the skirt configuration comprises: Based on the received sensor data, an operating mode is determined from multiple operating modes; Based on the operation mode, the partial unfolding position is calculated for at least one of the plurality of skirt panels.

18. The method of claim 11, wherein the received sensor data comprises at least one of the following: GPS location data; Vehicle speed data; Wheel position sensor data; Vehicle pitch data; or Vehicle roll data.

19. The method of claim 11, wherein: The received sensor data includes distance measurements between the vehicle and the ground surface; as well as Determining the skirt configuration includes adjusting the unfolding position of one or more of the plurality of skirts based on the distance measurement value.

20. The method of claim 11, wherein: Activating the first fan in the first mode includes operating the first fan at a first power level; and Activating the first fan in the second mode includes operating the first fan at a second power level.

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