Aerodynamic spoiler arrangements with variable width and control logic for motor vehicles

Abstract

Active spoiler arrangement (20, 120, 220) for modifying the aerodynamic properties of a motor vehicle (10, 110, 210), wherein the motor vehicle (10, 110, 210) has a vehicle body (12, 112, 212) with opposite front and rear ends, wherein the active spoiler arrangement (20, 120, 220) comprises the following: a main body (22, 122, 222) configured to be rigidly attached to the vehicle body (12, 112, 212) and extending transversely over the motor vehicle (10, 110, 210), wherein the main body (22, 122, 222) has an elongated construction with opposing first and second longitudinal ends; first and second ribs (24A, 24B, 124A, 124B, 224A, 224B), each movably attached to one of the first and second longitudinal ends of the main body (22, 122, 222), wherein the first and second ribs (24A, 24B, 124A, 124B, 224A, 224B) each consist of an elliptical-cylindrical sleeve (125) with a polyhedral plate (127) attached to its outer ends; and first and second rib actuators (142A, 142B, 242A, 242B) configured for mounting on the vehicle body (12, 112, 212) and each attached to one of the first and second ribs (24A, 24B, 124A, 124B, 224A, 224B), wherein the first rib actuator (142A, 242A) is configured to selectively move the first rib (24A, 124A, 224A) between a respective first retracted and extended position, wherein the second rib actuator (142B, 242B) is configured to selectively move the second rib (24B, 124B, 224B) between a respective second retracted and extended position, and wherein the first rib actuator (142A, 242A) selectively moves the first rib (24A, 124A, 224A) along a non-linear path between the first retracted and extended position and the second rib actuator (142B, 242B) selectively moves the second rib (24B, 124B, 224B) along a non-linear path between the second retracted and extended position.

Description

INTRODUCTION

[0001] The present disclosure relates generally to features for improving the aerodynamic properties of motor vehicles. In particular, aspects of this disclosure relate to active spoiler arrangements that are dynamically adjustable to modify the aerodynamic properties of motor vehicles.

[0002] Many current production vehicles, such as modern automobiles, are originally equipped or retrofitted with hardware and aftermarket accessories to improve the vehicle's aerodynamic properties. For example, front aprons and splitters modify the airflow passing under the vehicle body to balance the distribution of downforce between the front and rear. As the name suggests, a front apron is a fluid barrier structure; in this case, one that is mounted below or integrated with the front bumper structure of the vehicle body and extends downwards towards the road surface. Front aprons—or, more colloquially, "front spoilers"—improve the vehicle's stability and aerodynamics by blocking and redirecting the turbulent airflow under the chassis.Splitters, on the other hand, typically appear as a flat extension to the lower edge of the front bumper, stretching forward from the vehicle and parallel to the ground. A splitter acts like a wedge, forcing high-pressure air upward and over the vehicle and forcing low-pressure air at high speed underneath the vehicle, resulting in positive net downforce.

[0003] While splitters and front aprons serve to modify the aerodynamic properties at the front of a vehicle, spoilers and diffusers work to modify the aerodynamic flow at the rear. An air spoiler is typically anchored to the top of the trunk lid or rear roof rail and has a geometry similar to an inverted wing, modifying airflow and creating an aerodynamic pressure gradient that generates downforce on the rear tires. A rear diffuser, on the other hand, uses a series of specially shaped channels along the rear of the vehicle's underbody to improve aerodynamic properties by enhancing the transition between the high-speed airflow along the underbody and the much slower, free-flowing airflow of the surrounding ambient air.In general, a rear diffuser helps to slow down and expand the underbody airflow by providing pressure restoration, so that it does not cause excessive flow separation and drag.

[0004] In some high-performance automotive applications, the vehicle is equipped with an active aerodynamic element that can be realigned or repositioned while driving to adjust the vehicle's aerodynamic characteristics. One such "active aero" device is the deployable rear spoiler, which can be dynamically extended and retracted depending on the vehicle's operating conditions. At low vehicle speeds, for example, the spoiler retracts into a stowed position, generally flush with the rear of the vehicle, to reduce drag forces. As the vehicle reaches higher speeds—around 50 to 60 mph (approximately 100 km / h)—it extends.Between 80 and 100 km / h, the spoiler is automatically extended, repositioned, or angled forward from the rear of the vehicle to reduce the effects of turbulent airflow and generate downforce to improve stability and handling. Another active aerodynamic device is the rotating rear wing, which features a dynamically adjustable tilt angle to control drag and downforce at different speeds and, in some designs, to enable compressed air braking.

[0005] EP 2 050 662 A1 discloses a spoiler and a spoiler element movably connected to the spoiler for a motor vehicle, which provides a greater aerodynamic effect without increasing the volume of the spoiler in relation to the aerodynamic effect provided. DE 10 2016 106 728 A1 discloses a vehicle with a rear spoiler, wherein the rear spoiler comprises vertical side plates at its respective lateral edges, each of which is independently movable about a vertical axis. DE 10 2005 030 203 A1 describes an air guide device for a vehicle. In addition to a central section, the air guide device has two outer extension sections, wherein the two lateral extension sections are movable relative to the central section in the transverse direction of the vehicle.

[0006] The object of the invention is to create an active spoiler arrangement for a motor vehicle that regulates both the airflow around the vehicle and the vehicle's downforce better than is known from the prior art.

[0007] The problem is solved by a device having the features of claim 1. SUMMARY

[0008] This document discloses actively controlled variable-width spoiler assemblies and associated control logic for improving vehicle aerodynamics, methods for manufacturing and operating such active spoiler assemblies, and motor vehicles equipped with active variable-width spoiler assemblies and aerovectoring. As an example, a vehicle-controlled rear spoiler assembly with adjustable rib ends is presented. These rib ends can be extended and retracted discreetly to vary the width of the spoiler assembly. These opposing rib ends can be extended simultaneously to allow for maximum spoiler width, thus increasing surface area and therefore downforce. If required, the starboard (or port) end of the spoiler can be extended independently to bias downforce to the right (or left) side of the vehicle, thereby increasing stability and lateral balance, for example, during cornering or other maneuvers.The respective positions of the two rib ends of the spoiler can be continuously adjusted during a maneuver to constantly modulate this downforce preload and thus further improve handling and vehicle stability. As used herein, the term "spoiler" can refer to any logically relevant spoiler design, including wing spoilers, lip spoilers, ducktail and whaletail spoilers, front, rear, roof and trunk lid spoilers, etc.

[0009] The advantages of at least some of the disclosed concepts include active aerodynamic spoiler arrangements with dynamically variable widths, allowing for selective increases and decreases in overall downforce and, if desired, optional lateral downforce bias. The disclosed active aerodynamic spoiler architectures also allow for continuous variation in spoiler width to selectively apply uniform and uneven downforce distributions across the rear of the vehicle for improved handling during complex maneuvers. The disclosed active aerodynamic arrangements contribute to improved vehicle stability and increased aspect ratio, thereby reducing reliance on electronic stability control (ESC) systems.Further advantages of active aerodynamic spoilers include the reduction of air resistance and wind noise, while improving unwanted lift forces, turbulent fluid flows and other causes of aerodynamic instability at high vehicle speeds.

[0010] Aspects of the present disclosure relate to spoiler arrangements with vehicle-controlled variable widths for reducing drag and lift on a motor vehicle. For example, an active spoiler arrangement for modifying the aerodynamic properties of a motor vehicle is disclosed, wherein the motor vehicle has a body with opposing front and rear ends. The active spoiler arrangement comprises a main body configured to be rigidly attached to the body and extending transversely across the motor vehicle. The main body of the spoiler arrangement has an elongated structure with opposing first and second longitudinal ends. The active spoiler arrangement further comprises first and second ribs, each movably attached to one of the first and second longitudinal ends of the main body.The first and second ribs each consist of an elliptical-cylindrical sleeve with a polyhedral plate attached to its outer ends. The active spoiler assembly also includes first and second rib actuators configured for mounting to the vehicle body, each attached to one of the first and second ribs, respectively. The first rib actuator is configured to selectively move the first rib between its respective first retracted and extended positions. The second rib actuator is configured to selectively move the second rib between its respective second retracted and extended positions. The first rib actuator moves the first rib selectively along a non-linear path between its first retracted and extended positions.The second rib actuator selectively moves the second rib along a non-linear path between the second retracted and extended positions.

[0011] Further unclaimed aspects of the present disclosure relate to motor vehicles equipped with active spoiler arrangements of variable width and aerodynamic orientation. A "motor vehicle," as used herein, may include any relevant vehicle platform, such as passenger cars (internal combustion engines, hybrid, electric, fuel cell drives, fully or partially autonomous, etc.), transport vehicles, industrial vehicles, tracked vehicles, all-terrain vehicles (ATVs), agricultural equipment, boats, aircraft, etc. A motor vehicle is presented that includes a vehicle body with opposing front and rear sections and an active spoiler arrangement located near the rear end of the vehicle body (e.g., mounted on a trunk lid, tailgate, or roof rail behind the vehicle interior).For example, the active spoiler arrangement can be equipped with a stand configuration for securely attaching the variable-width spoiler to the rear of the vehicle, or with a lip spoiler arrangement with mounting material for securely attaching the variable-width spoiler to the rear of the vehicle.

[0012] Continuing the preceding example, the active spoiler assembly includes a main body that is rigidly attached, directly or indirectly, to the vehicle body and extends transversely across the rear of the vehicle. The main body of the spoiler has an elongated wing structure with opposing longitudinal ends. A spoiler rib is movably attached to each longitudinal end of the main body. Electronically controlled rib actuators, mounted in the main body of the spoiler or on a segment of the vehicle body, are each attached to one of the movable ribs. A vehicle control unit, which communicates with the rib actuators, is programmed to send control signals to each rib actuator to move its respective rib position independently along a non-linear path between its respective retracted and extended positions.The active spoiler arrangement is able to selectively increase and decrease the downforce on the vehicle and, if necessary, exert lateral downforce on the vehicle.

[0013] Further unclaimed aspects of the present disclosure relate to methods for manufacturing and methods for using actively controlled spoiler arrangements with variable width. For example, a method for mounting an active spoiler arrangement to modify the aerodynamic properties of a motor vehicle is disclosed. The method includes, in any order and in any combination with all the features shown in this disclosure: the rigid attachment of a main body of the active spoiler arrangement to the vehicle body such that the main body extends transversely over the motor vehicle, the main body having an elongated structure with opposing first and second longitudinal ends; the movable attachment of the first and second ribs of the active spoiler arrangement to the first and second longitudinal ends, respectively.second longitudinal ends of the main body; and the attachment of the first and second rib actuators of the active spoiler assembly to the vehicle body and the first and second ribs. The first rib actuator is configured to selectively move the first rib position between its respective first retracted and extended positions, and the second rib actuator is configured to selectively move the second rib position between its respective second retracted and extended positions.

[0014] The foregoing summary is not intended to represent every embodiment or aspect of the present disclosure. Rather, the foregoing summary merely presents, by way of example, some of the novel concepts and features as set forth herein. The features and advantages listed above, as well as other features and advantages of the present disclosure, will be readily apparent from the following detailed description of the illustrated embodiments and ways of carrying out the present disclosure in conjunction with the accompanying drawings and the attached claims. Furthermore, the present disclosure expressly includes all combinations and partial combinations of the foregoing elements and features described above and below. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a partially schematic top view of a representative motor vehicle, equipped with an example of an actively controlled spoiler arrangement with variable width according to the aspects of the present disclosure. Fig. Figure 2 is a rear view of another representative motor vehicle, equipped with an example of an actively controlled rear spoiler arrangement with variable width according to aspects of the disclosed concepts. Fig. Figure 3 is a rear view of another representative motor vehicle, equipped with an example of a variable-width rear spoiler according to aspects of the disclosed concepts.

[0015] The present disclosure is accessible for various modifications and alternative forms of application, and some representative embodiments are illustrated by way of example in the drawings and described in detail herein. It is understood, however, that the novel aspects of this disclosure are not limited to the particular forms shown in the attached drawings. Rather, this disclosure encompasses all modifications, correspondences, combinations, partial combinations, permutations, groupings, and alternatives that are consistent with the inventive concept and the scope of the disclosure as defined by the attached claims. DETAILED DESCRIPTION

[0016] This disclosure is suitable for a multitude of embodiments. These are illustrated in the drawings and described herein in detailed representative embodiments of the disclosure, with the understanding that the present disclosure is to be regarded as an illustration of the principles of the disclosure and not as a limitation of the broad aspects of the disclosure with respect to the representative embodiments. Accordingly, elements and limitations disclosed, for example, in the summary, abstract, and detailed description sections, but not explicitly included in the claims, should not be incorporated into the claims individually or collectively by inference, deduction, or otherwise.

[0017] For the purposes of this detailed description, unless expressly denied: the singular form includes the plural form and vice versa; the words "and" and "or" are both connecting and separating; the word "all" means "all and any"; the word "any" means "all and any"; and the words "including," "comprehensive," and "with" mean "including without limitation." Furthermore, for example, words of approximation such as "about," "almost," "substantially," "approximately," and the like may be used herein in the sense of "at, near, or almost," or "within 3-5% of," or "within acceptable manufacturing tolerances," or any logical combination thereof. Finally, directional adjectives and adverbials such as forward, aft, inside, outside, starboard, port, vertical, horizontal, above, below, front, back, etc.in relation to a motor vehicle, such as a forward direction of travel of a motor vehicle, if the vehicle is operationally aligned on a normal driving surface.

[0018] With reference to the drawings, in which the same reference numerals refer to the same features in the different views, it is stated in Fig. Figure 1 is a partially schematic representation of a representative vehicle, generally designated 10, and shown herein for discussion as a two-seater coupé passenger car. An actively controlled (“active”) spoiler assembly 20 is mounted on the body 12 of the automobile 10, for example, behind a passenger compartment 14 and above a rear cargo area 16 (hereinafter also referred to as the “trunk”), to improve the aerodynamic properties of the vehicle 10. The automobile 10 shown—hereinafter also referred to as the “motor vehicle” or “vehicle”—is merely an exemplary application with which the novel aspects and features of this disclosure can be put into practice. Likewise, the implementation of the present concepts for a rear-mounted or lip spoiler assembly should be understood as an exemplary application of the aspects and features disclosed herein.It is therefore understood that the aspects and features of this revelation can be integrated into other spoiler configurations and implemented for any logically relevant type of motor vehicle. Ultimately, the drawings shown herein are not necessarily to scale and serve only as instructions. Thus, the specific and relative dimensions of the drawings are not considered limiting.

[0019] As in Fig. As shown in Figure 1, the vehicle body defines 12 four body sides: a body front or front end S FE , a car body rear or rear S RE opposite the front S FE , a side port side or left side S LS , and a starboard or right side S RS opposite the left side S LS The left (port) side S LS and the right (starboard) side S RSare generally parallel to each other and in relation to a longitudinal axis A LO of vehicle 10 and span the distance between the front and rear ends of vehicle S FE , S RE During normal vehicle operation, the frontend S FE on the incoming ambient air F OA aligned when the vehicle 10 moves forward with respect to the road surface. As the vehicle 10 moves over the road surface, the ambient airflow F flows OA around the vehicle body 12 and divides into different airflow sections, shown in Fig. 1, wherein the first airflow section F S1 around the starboard side S RS of vehicle 10, the second airflow section F S2 around the port side of the vehicle S LS and the third airflow section F S3around the top of vehicle 10. A fourth airflow section (not visible in the view) runs under vehicle 10 along the landing gear. These airflow segments F S1 , F S2 and F S3 finally close in a run-up area or recirculation area F WA immediately behind the rear of the vehicle S RE to.

[0020] The Automobile 10 is retrofitted or equipped with one or more active aero devices, an example of which is in Fig. Figure 1 is shown as an active spoiler arrangement 20 with a selectively variable width. The selective expansion and contraction of the active spoiler arrangement 20 with respect to a vehicle transverse axis A LAis automated via a vehicle control unit 30, which may be located on or away from the body 12 of the vehicle 10. As described in detail below, this active spoiler assembly 20 includes a wing-shaped main body 22, which terminates at its opposite ends in rib ends (or “ribs”) 24A and 24B, extending along a laterally oriented spoiler axis A. LA are movable. As used herein, the term "wing-shaped" can be defined as a structure with a scoop shape that generates an aerodynamic force, such as lift or downforce, when propelled by a fluid. The main body 22 of the spoiler and the ribs 24A, 24B together regulate the movement of the ambient airflow along the longitudinal axis A. LOof the vehicle body 12 behind the passenger compartment 14. The wing-shaped body 22 and the ribs 24A, 24B can be formed from a suitably stiff but low-mass material, such as an engineering plastic, fiber-reinforced glass composite, or aluminum, e.g., for structural stability and elasticity. The first rib 24A is located adjacent to a first longitudinal end of the main body 22 along the port side S LS of the vehicle 10. Conversely, the second rib 24B is adjacent to a second longitudinal end of the main body 22 on the starboard side S. RS of the vehicle. The cover of the distal end of each rib 24A, 24B is a polyhedral plate, generally perpendicular to the road surface and aligned on a respective rib axis that is substantially parallel to the longitudinal body axis A. LOThe spoiler ribs 24A and 24B also help to direct the movement of the ambient airflow perpendicular to the longitudinal axis A. LO to control the body 12.

[0021] As stated above, the electronic vehicle control unit 30 is designed and programmed to control the extension and contraction of the spoiler assembly 20 in width in order to selectively modify the aerodynamic properties of the motor vehicle 10. Control module, module, controller, control unit, control system, processor, and all permutations thereof can be defined as one or more combinations of one or more logic circuits, application-specific integrated circuit(s) (ASIC), electronic circuit(s), central processing unit(s) (e.g., microprocessor(s)), and associated working and data storage (read memory, programmable read memory, random access memory, hard disk drives, etc.).)), whether resident, remote, or a combination of both, executing one or more software or firmware programs or routines, combinational logic circuit(s), input / output circuit(s) and devices, appropriate signal conditioning and buffer circuits, and other components that provide the described functionality. Software, firmware, programs, instructions, routines, codes, algorithms, and similar terms refer to any set of instructions executable by a controller, including calibrations and lookup tables. The electronic control system may be designed with a set of control routines that are executed to provide the desired functions.Control routines are executed, for example, by a central processing unit and serve to monitor the inputs of sensor devices and other networked control modules, and to execute control and diagnostic routines to manage the operation of devices and actuators. Routines can be executed in real time, continuously, systematically, sporadically, and / or at regular intervals, e.g., after 100 microseconds, 3.125, 6.25, 12.5, 25, and 100 milliseconds during vehicle operation. Alternatively, the routines can be executed in response to an event.

[0022] Continuing from Fig. 1. The vehicle 10 uses one or more drive units, such as the internal combustion engine (ICE) assembly 40, to transmit tractive force to several wheels 32. A series of wheel sensors 34 can be arranged at various locations on the vehicle body 12 to detect the respective rotational speeds of each of the wheels 32 and transmit corresponding signals to the vehicle control unit 30. After receiving the signals, the vehicle control unit 30 can be programmed to process, analyze, and store sensor data, including correlating the wheel speed data from sensor(s) 34 with the vehicle speed 10. The vehicle 10 is equipped with one or more vehicle dynamics sensors 36, each of which may be a single-axis or three-axis accelerometer, an angular velocity sensor, an inclinometer, etc.This can be used to detect yaw, pitch, rotation, forward acceleration / deceleration, lateral acceleration / deceleration, or other dynamic information of the vehicle 10 with respect to the road surface and to transmit signals indicating this to the controller 30. It is intended that the vehicle may use additional or alternative sensors, packaged in similar or alternative positions, to perform the disclosed operations shown in the drawings. Fig. 1 The dashed arrows of the various illustrated components symbolically represent electronic signals or other communication devices by which data and / or control commands are transmitted from one component to another, either wired or wirelessly.

[0023] Then, in the Fig. 2 and Fig. Three further representative motor vehicles, 110 and 210 respectively, are shown, equipped with actively controlled rear spoiler arrangements 120 and 220 with variable width. While they differ in appearance, it is intended that each of the features referred to in the examples of Fig. 2 and Fig. 3 are revealed, individually or in any combination in the example of Fig. 1 can be incorporated and vice versa. As shown, each active spoiler assembly 120, 220 includes a main body 122 and 222, respectively, which is rigidly attached to the vehicle body 112, 212 and extends transversely across the rear of the automobile 110, 210. The main body 122, 222 of the spoiler assemblies has a wing shape or other aerodynamic design with an elongated structure terminating at opposite longitudinal ends located near the port and starboard sides of the vehicle 110, 210. In Fig. 2 The spoiler arrangement 120 is a base or “wing” architecture, e.g., with the use of a stake arrangement 150 for attaching the main body 122 to the vehicle 110. The stake arrangement 150 of Fig. 2 consists of two laterally spaced, upright mounting frames 152A and 152B, which are rigidly connected at their upper end (e.g., via brackets, screws, and nuts) to the main body 122 and rigidly connected at their lower end (e.g., via gaskets, screws, and clamps) to the trunk lid of the vehicle body 112. Conversely, the spoiler assembly 220 is of Fig. 3 a spoiler of the type “lip” using a pair of mounting sets 252A and 252B, consisting, for example, of mounting brackets, sealing pads and screws, to firmly attach the main body 222 directly to the trunk lid 218.

[0024] According to the in Fig. In the representative architecture shown in Figure 2, the rear spoiler assembly 120 is constructed with a pair of spoiler ribs 124A and 124B, each movably attached to a longitudinal end of the main body 122. As shown, these first and second ribs 124A, 124B each consist of an elliptical-cylindrical sleeve (“outer sleeve”) 125 with a polyhedral plate 127 attached to its outer end. The outer sleeve 125 of each rib 124A, 124B is telescoped onto a complementary elliptical-cylindrical inner sleeve (not visible in Figure 2). Fig. 2) attached, projecting outwards from the corresponding longitudinal end of the main body 122. In this configuration, the ribs 124A, 124B slide, for example, into Fig. 2 to the left and right between the respective retracted and extended positions. In particular, the first rib 124A moves along a first straight path (represented by arrow P1) between a first retracted position (represented by solid lines in Fig. 2) and a first extended position (represented by hidden lines in Fig. 2) In the same way, the second rib 124B moves along a second straight path (shown by arrow P2) between a second retracted position (shown with solid lines in Fig. 2) and a second extended position (shown with hidden lines in Fig. 2) At least for some applications, the straight paths P1 and P2 are generally coaxial to each other and both are generally orthogonal to the vehicle's longitudinal axis A. LO ( Fig. 1) Optional designs can use rib patterns that are inclined to each other. According to the invention, the ribs follow curved and other non-linear paths.

[0025] With regard to the in Fig. The representative architecture shown in Figure 3 is the rear spoiler assembly 220, which is constructed with a pair of spoiler ribs 224A and 224B, each movably attached to a longitudinal end of the main body 222 of the spoiler. As shown, these first and second ribs 224A, 224B each consist of an elongated, polygonal blade, which is mounted, for example, on a ball-bearing telescopic slide rail and is flush with a complementary polygonal mounting plate (in Fig. 3 not visible) sits, projecting from the corresponding longitudinal end of the main body 222. In this configuration, the ribs 224A, 224B slide, for example, into Fig. 3 to the left and right between the respective retracted and extended positions. As a non-restrictive example, the first rib 224A moves along a first straight path (represented by arrow P3) between a first retracted position (represented by solid lines in Fig. 3) and a first extended position (shown with hidden lines in Fig. 3) In the same way, the second rib 224B moves along a second straight path (shown by arrow P4) between a second retracted position (shown with solid lines in Fig. 3) and a second extended position (shown with hidden lines in Fig. 3) Similar to arrangement 120 of Fig. 2. The paths P3, P4 of the movable spoiler ribs 224A, 224B are generally orthogonal to the longitudinal axis A. LO ( Fig. 1) of vehicle 210. Within the scope of this disclosure is the use of more or fewer actuators located in similar or different positions than indicated in the drawings.

[0026] The active spoiler configurations 120, 220 from the Fig. 2 and Fig. 3 each have dynamically variable widths, which are controlled by an electronic control unit, such as the vehicle control unit 30. Fig. 1, are controlled to selectively increase and decrease a downforce at the rear of the vehicle 110, 210 and, if necessary, to apply a left-side and a right-side downforce preload. For example, the spoiler arrangements 120, 220 are each equipped with a set of rib actuators - rib actuators 142A and 142B made of Fig. 2 and rib actuators 242A and 242B from Fig. 3 - equipped, which control the inward and outward movement of the ribs 124A, 124B, 224A and 224B. As shown, the first rib actuator 142A is made of Fig. The second rib actuator 142B is mounted inside the port side of the main body 122 of the spoiler assembly and functionally attached (e.g., via a control arm and a spring damper) to the first rib 124A, while the second rib actuator 142B is mounted inside the starboard side of the main body 122 of the spoiler assembly and functionally attached (e.g., via a discrete control arm and a spring damper) to the second rib 124B. In comparison, the first rib actuator 242A of Fig. 3. The first rib actuator 242A is mounted on the underside of the trunk lid 218 and functionally attached (e.g., via a control arm and spring damper) to the first rib 224A, while the second rib actuator 242B is mounted on a discrete section of the underside of the trunk lid 218 and functionally attached (e.g., via a control arm and spring damper) to the second rib 224A. Although the actuators are intended to be mounted at almost any location in the vehicle 210, the first and second rib actuators 242A, 242B are of Fig. 3 both mounted directly below the main body 222.

[0027] The illustrated rib actuators 142A, 142B, 242A, and 242B can be configured in many ways, including with electric actuators (linear and rotary; DC, AC, and stepper), hydraulic actuators (single- and double-acting), pneumatic actuators (piston and diaphragm), or any combination thereof. In hydraulic and pneumatic actuators, a small piston or bladder works to push and pull each rib. A power source, such as a 12V DC electric motor, and a fluid / air source, such as an oil reservoir or air compressor, can be packaged in similar or discrete locations to the actuator itself. In pedestal configurations, for example, fluid lines and electrical connections can be routed through one or more stanchions, allowing the majority of the actuator assembly to be housed within the trunk.With a lip spoiler, the actuator device can be located directly beneath the spoiler assembly in the trunk; however, if packaging constraints require, the actuator devices can be housed in a headlight well or in a C- or D-pillar. A pneumatic, electric, or electropneumatic actuator design may be preferred for precise mass and velocity balancing, with the ability to easily and quickly change or repair hardware without spilling hydraulic fluid. Each spoiler rib can be mounted to a flat, linear rack via a rotating pinion attached, for example, to a concealed side of the rib.This pinion gear element engages with the rack and can be equipped with sensors to detect the actual position and a braking device for fine control by slowing down / braking / holding the movable rib at a specific number of teeth for optimal accuracy and control.

[0028] Continuing the Fig. 2 and Fig. 3 Each rib actuator 142A, 142B, 242A, 242B is controlled by an integrated or remote electronic control unit (e.g. the control 30 from Fig. 1) controlled to selectively move a corresponding spoiler rib 124A, 124B, 224A, 224B between its respective retracted and extended positions. For example, in Fig. 2 Both ribs 124A, 124B are simultaneously moved into their fully extended positions to increase the overall width of the spoiler assembly from a first "fully retracted" width W1 to a second "fully extended" width W2. The downforce at the rear of the vehicle is thereby increased from a first "base" downforce F D1 to a second “max” downforce FD2. Optionally, the first rib actuator 142A can be modulated to move the first rib 124A independently of the second rib 124B, while the second rib 124B is held in a retracted position, thus extending the spoiler width from the “fully retracted” width W1 to a third “partially extended” width W3. In this state, the active spoiler assembly 120 increases the downforce at the rear of the vehicle 110, while simultaneously increasing a port-side downforce F D3applied to the driver's side rear tire. On the other hand, the second rib actuator 142B can be modulated to move the second rib 124B independently of the first rib 124A while the first rib 124A is still retracted, thus extending the spoiler width from the "fully retracted" width W1 to a fourth "partially extended" width W4. In this operating state, the active spoiler assembly 120 increases the downforce at the rear of the vehicle 110 while simultaneously applying a starboard-side downforce FD4 to the passenger-side rear tire. For at least some optional applications, each rib actuator 142A, 142B can be selectively actuated to position the respective ribs 124A, 124B at one of several positions between the fully retracted and fully extended positions. The active spoiler assembly 220 of Fig. 3 can be configured similarly to allow spoiler arrangement as described above. Fig. 2 to be operated; for reasons of efficiency and clarity, their redundant description is not repeated.

[0029] The active aerodynamic spoiler architectures 120, 220 of the Fig. 2 and Fig. 3 enable the vehicle 110, 210 to continuously vary the overall width of each spoiler and thereby apply targeted uniform and uneven downforce distributions over the rear of the vehicle 110, 210 for improved handling, e.g., during complex vehicle maneuvers. The vehicle control unit 30 can, for example, be programmed to individually vary the positions of each spoiler rib 124A, 124B, 224A, 224B relative to the main body 122, 222 during a cornering maneuver of the vehicle 110, 210 in response to changes in lateral acceleration, yaw, and wheel slip detected by one or more of the vehicle sensors 34, 36, and thereby repeatedly change the aerodynamic downforce on the vehicle body 112, 212 during a cornering maneuver. During a limited curve, the inertial mass is generally transferred to the side of the vehicle on the outside of the curve (e.g.(In a right turn, the load is transferred to the left). This allows the outer tires to benefit more than the inner tires from increased downforce generated by the active aerodynamic spoiler system. The active spoiler arrangements 120, 220 from the . Fig. 2 and Fig.3 provide a mechanism to achieve increased downforce on selected tires without unnecessary drag. For example, during a right-hand turn, both ribs 124A, 124B can be simultaneously extended to their fully extended positions immediately before and at the start of the turn; this maximizes downforce at the rear of the vehicle. As the vehicle 110 approaches the turn, the spoiler assembly 120 can retract only the right (inner) side rib 124B to apply downforce bias to the outside of the tires. As the vehicle passes through and exits the turn, the outer rib 124A can also be retracted (e.g., if there are no traction issues) or extended to a fully extended position (e.g., if traction issues exist and rear tire support is desired). Both ribs 124A, 124B are then retracted immediately before and after exiting the turn.

[0030] Aspects of the present disclosure have been described in detail with reference to the embodiments shown; however, the person skilled in the art will recognize that many modifications can be made without departing from the scope of the present disclosure. The present disclosure is not limited to the exact construction and composition disclosed herein; any and all modifications, changes, and variations apparent from the preceding descriptions are within the scope of the disclosure as defined by the attached claims. Furthermore, the present concepts expressly include all combinations and partial combinations of the preceding elements and features.

Claims

[1] Active spoiler arrangement (20, 120, 220) for modifying the aerodynamic properties of a motor vehicle (10, 110, 210), wherein the motor vehicle (10, 110, 210) has a vehicle body (12, 112, 212) with opposite front and rear ends, wherein the active spoiler arrangement (20, 120, 220) comprises: a main body (22, 122, 222) configured to be rigidly attached to the vehicle body (12, 112, 212) and extending transversely over the motor vehicle (10, 110, 210), wherein the main body (22, 122, 222) has an elongated construction with opposing first and second longitudinal ends; first and second ribs (24A, 24B, 124A, 124B, 224A, 224B), each movably attached to one of the first and second longitudinal ends of the main body (22, 122, 222), wherein the first and second ribs (24A, 24B, 124A, 124B, 224A, 224B) each consist of an elliptical-cylindrical sleeve (125) with a polyhedral plate (127) attached to its outer ends; and first and second rib actuators (142A, 142B, 242A, 242B) configured for mounting on the vehicle body (12, 112, 212) and each attached to one of the first and second ribs (24A, 24B, 124A, 124B, 224A, 224B), wherein the first rib actuator (142A, 242A) is configured to selectively move the first rib (24A, 124A, 224A) between a respective first retracted and extended position, wherein the second rib actuator (142B, 242B) is configured to selectively move the second rib (24B, 124B, 224B) between a respective second retracted and extended position, and wherein the first rib actuator (142A, 242A) selectively moves the first rib (24A, 124A, 224A) along a non-linear path between the first retracted and extended position and the second rib actuator (142B, 242B) selectively moves the second rib (24B, 124B, 224B) along a non-linear path between the second retracted and extended position. [2] Active spoiler arrangement (20, 120, 220) according to claim 1, wherein the first rib actuator (142A, 242A) is configured to move the first rib (24A, 124A, 224A) independently of the second rib (24B, 124B, 224B), and the second rib actuator (142B, 242B) is configured to move the second rib (24B, 124B, 224B) independently of the first rib (24A, 124A, 224A). [3] Active spoiler arrangement (20, 120, 220) according to claim 1, wherein the first rib actuator (142A, 242A) is configured to position the first rib (24A, 124A, 224A) at multiple positions between the first retracted and extended position, and the second rib actuator (142B, 242B) is configured to position the second rib (24B, 124B, 224B) at multiple positions between the second retracted and extended position. [4] Active spoiler arrangement (20, 120, 220) according to claim 1, wherein the first rib (24A, 124A, 224A) is attached telescopically to the first longitudinal end of the main body (22, 122, 222) to slide between the first retracted and extended position, and the second rib (24B, 124B, 224B) is attached telescopically to the second longitudinal end of the main body (22, 122, 222) to slide between the second retracted and extended position. [5] Active spoiler arrangement (20, 120, 220) according to claim 1, wherein the first and second rib actuator (142A, 142B, 242A, 242B) each comprise a pneumatic actuator, an electric linear actuator or an electropneumatic actuator. [6] Active spoiler arrangement (20, 120, 220) according to claim 1, further comprising: first and second linear racks, each located adjacent to one of the first and second longitudinal ends of the main body (22, 122, 222); and first and second gears, each rotatably attached to one of the first and second ribs (24A, 24B, 124A, 124B, 224A, 224B), wherein the first and second gears engage with the first and second racks respectively, in order to movably attach the first and second ribs (24A, 24B, 124A, 124B, 224A, 224B) to the main body (22, 122, 222). [7] Active spoiler arrangement (20, 120, 220) according to claim 1, further comprising: a vehicle control unit (30) that is communicatively connected to and operable with the first and second rib actuators (142A, 142B, 242A, 242B) to regulate the movement of the first and second ribs (24A, 24B, 124A, 124B, 224A, 224B); and a vehicle dynamics sensor (36) which is communicatively connected to the vehicle control unit (30) and is configured to detect the lateral acceleration of the motor vehicle (10, 110, 210), wherein the vehicle control (30) is programmed to individually change the positions of the first and second ribs (24A, 24B, 124A, 124B, 224A, 224B) in relation to the main body (22, 122, 222) during a cornering maneuver of the vehicle (10, 110, 210) in response to changes in the lateral acceleration detected by the vehicle dynamics sensor (36) in order to repeatedly change the aerodynamic downforce on the vehicle body (12, 112, 212) during the cornering maneuver. [8] Active spoiler arrangement (20, 120, 220) according to claim 1, further comprising a stake arrangement (150) which is attached to the main body (22, 122, 222) and configured to be rigidly mounted near the rear end of the vehicle body (12, 112, 212). [9] Active spoiler arrangement (20, 120, 220) according to claim 8, wherein the first and second rib actuator (142A, 142B, 242A, 242B) are mounted inside the main body (22, 122, 222).

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