Aerodynamic element for a vehicle

Abstract

Aerodynamic element (1) for a vehicle, in particular a land vehicle, comprising: an air guide element (2), wherein the air guide element (2) has a first region (3) with a first material stiffness and at least a second region (4) with a second material stiffness, wherein the first material stiffness is not equal to the second material stiffness, and at least the second region (4) is dimensionally stable, wherein the first area (3) forms a central area (7) to which a second area (4) adjoins on two opposite sides, wherein the first area (3) has torsionally flexible material properties, and the two second areas (4) have torsionally rigid material properties, wherein at least section by section a kinematic suspension (5) is arranged between the first area (3) and the respective second area (4), which forms a pivot joint, and wherein the aerodynamic element (1) is designed as a wing, wherein a top and a bottom surface are open to flow.

Description

AREA OF INVENTION

[0001] The present invention relates to an aerodynamic element for a vehicle, in particular a land vehicle. The invention further relates to a vehicle with at least one aerodynamic element. TECHNICAL BACKGROUND

[0002] Aerodynamic elements are used to influence airflow and can increase downforce on the vehicle. Particularly at high speeds, such as in motorsport, this can result in greater driving stability and increased cornering speeds. Aerodynamic elements can be designed as spoilers, such as front or rear spoilers. To achieve high downforce or low drag depending on the driving situation, aerodynamic elements can be designed as movable and active components and / or equipped with air channels.

[0003] When cornering, an adjustable aerodynamic element can be deformed asymmetrically to generate more downforce on the inside tire, thus counteracting the vehicle's tendency to roll. Similarly, switchable airflow channels in the body and the aerodynamic element can be used to create an asymmetrical flow across the width of the element.

[0004] Switchable airflow channels sometimes require a large number of components, resulting in significant space requirements and construction effort. Furthermore, relatively large air ducts are necessary to achieve optimal performance.

[0005] An active hybrid spoiler arrangement is known from DE 10 2018 120 603 A1. Two wing-shaped side sections are attached to a central support and are movably connected to the support. The two wing-like elements can be individually moved according to the driving situation via an electronic control system.

[0006] German patent DE 10 2019 001 377 A1 describes a spoiler with an active air guide element consisting of a skeletal structure made up of several elements that are movable relative to each other. An actuator allows the relative positions of these elements to be changed, thereby altering the shape of the air guide element. The movable elements are encased in an elastic shell to create a uniform surface.

[0007] DE 11 2004 002 393 T5 describes an air deflection device for a vehicle that can reversibly change its shape, dimensions, orientation, position, and / or stiffness. The change is achieved by activating an active material that interacts with a surface of a body section of the air deflection device. This activation can be used to control at least one feature of the air deflection device.

[0008] Document DE 10 2017 223 139 A1 describes a lattice-shaped supporting structure with a shape-variable structure arranged above it, which can be deformed relative to the supporting structure. The shape-variable structure can form part of a vehicle's outer skin and integrate functional and visual effects into the outer skin.

[0009] A disadvantage of such aerodynamic elements is the high mechanical and control engineering complexity of the multi-part air guide elements. A large number of moving components results in increased production costs, while simultaneously requiring a significant amount of installation space. SUMMARY OF THE INVENTION

[0010] Against this background, the present invention aims to provide an improved aerodynamic element for a vehicle.

[0011] According to the invention, this problem is solved by an aerodynamic element with the features of claim 1 and by a motor vehicle with the features of claim 13.

[0012] The insight underlying the present invention is that an aerodynamic element with a small number of individual components is desirable.

[0013] The underlying idea of ​​the present invention is to use materials with different stiffnesses for the air guide element of the aerodynamic element. In this way, a large number of different and movable components can be avoided, particularly since the formation of air channels can be dispensed with.

[0014] Furthermore, such an air guide element requires only a small installation space and has a low weight, while still achieving aerodynamic effects comparable to prior art air guide elements.

[0015] Furthermore, this method makes it possible to create different aerodynamically advantageous shapes for the air guide element, in order to obtain a shape that is aerodynamically beneficial for the respective driving situation. The shape-variable air guide element represents a functionally integrated and cost-effective variant of an aerodynamic element.

[0016] The aerodynamic element is preferably an aerodynamic element of a land vehicle, for example a wing, a rear spoiler, a roof spoiler or a front spoiler.

[0017] The air guide element can have different designs; for example, it can be a flat element and essentially rectangular in shape. In particular, the air guide element is designed as a solid material with a small cross-sectional dimension in at least one spatial direction, resulting in a slim component without air ducts.

[0018] It is also conceivable to design the air guide element, at least in sections, as a partially open or closed hollow profile. This allows the different material stiffnesses to be further enhanced by choosing a closed or open cross-sectional profile. For example, the air guide element could have a closed cross-sectional profile in one section and an open cross-sectional profile in a second section.

[0019] Due to the first and second sections having different material stiffness, individual areas of the air guide element can be deformed independently of each other from a single initial plane. The two sections can be movable relative to each other, allowing the air guide element to be deformed in at least one plane.

[0020] At least the second section of the air guide element is dimensionally stable and therefore does not need to be connected to the vehicle body over its entire surface. Dimensionally stable means that the second section retains its shape and exhibits stability without linear or surface contact with a supporting structure. The air guide element can be deformed into different shapes independently of the vehicle body's outer contour and remain deformed in its respective configuration.

[0021] The aerodynamic element can be designed as a wing, particularly a rear wing, with both an upper and a lower surface exposed to airflow. A rear wing exposed to airflow can generate downforce through its aerodynamic shape.

[0022] Similarly, the aerodynamic element can be designed as a spoiler, around which airflow is restricted to one side. A spoiler disrupts the airflow around the vehicle by creating a controlled flow separation and thus prevents lift.

[0023] The different designs allow for a wide range of adjustments. For example, when cornering, the inside side of the aerodynamic element can be positioned. Furthermore, active aerodynamics can be adjusted to ensure the most precise straight-line tracking possible. Conversely, during braking, the aerodynamics can be adjusted to either enhance braking force or actively stabilize braking behavior.

[0024] To implement the different configurations, the first section can, for example, be connected to a support structure at two opposing edges and run without contact with the support structure or the vehicle body in between. Support structures can include, for example, suspensions, ball joints, or general bearing points.

[0025] Overall, the air guide element can, for example, be connected to the body via two support points and is otherwise freely movable.

[0026] Advantageous designs and further developments result from the further sub-claims as well as from the description with reference to the figures in the drawing.

[0027] According to an advantageous embodiment, the air guide element can be formed in one piece. Advantageously, this eliminates the need for a large number of components. In particular, the air guide element can be designed without switchable inflow channels, and thus without articulated components.

[0028] According to a further development, the air guide element can contain a fiber composite material, in particular consist of a fiber composite material, and / or contain a shape memory alloy (13), in particular consist of a shape memory alloy (13). Advantageously, when using a fiber composite material, a structural anisotropy of the fiber composite material can be utilized. When using a shape memory alloy, it can be used for integrated actuators. A shape memory alloy reacts to a temperature change with a significant change in shape. Therefore, the aerodynamic element can trigger or deform when there is a change in the ambient temperature. It is also conceivable to actively induce a temperature change by applying an electric current to the shape memory alloy, causing it to heat up due to the resistance.In such a design, seamless kinematics of the aerodynamic element, particularly in the form of a spoiler, can be implemented. It is conceivable to combine the spoiler with a ventilation opening that is simultaneously formed by the air guide element. This can serve for the thermal control of an internal combustion engine. Likewise, components can be saved, and aerodynamics with minimal turbulence can be achieved.

[0029] According to one embodiment, the different material stiffnesses can be directionally dependent with respect to a longitudinal axis and a transverse axis of the air guide element. Advantageously, this allows for the targeted design of torsionally stiff or torsionally slack, as well as flexurally stiff or even bendable areas.

[0030] According to an advantageous embodiment, the different material stiffnesses can be achieved by selectively aligning fibers within the material of the air guide element. This advantageously allows the material to withstand external loads while simultaneously enabling torsional flexibility.

[0031] According to a preferred embodiment, the first region can be torsionally flexible and flexurally rigid, particularly with respect to a longitudinal axis of the air guide element, while the second region can be torsionally rigid. In this way, torsion of the first region can deform the adjoining second region from at least one plane, with the second region remaining dimensionally stable. This allows for the creation of an aerodynamically optimal shape.

[0032] According to a particularly preferred embodiment, a kinematic suspension forming a pivot joint can be arranged at least section by section between the first area and the second area.

[0033] Advantageously, the first and second sections can rotate relative to each other, with preferably only one section being twisted in on itself. The kinematic suspension can be arranged only in an edge region and / or at specific points on the air guide element.

[0034] According to an advantageous embodiment, an actuator can be arranged between the first and second regions. This actuator is controllable and designed to rotate the first region relative to the second region, while the second region remains undeformed, particularly without material warping. An aerodynamically optimized shape of the air guide element is advantageously adjustable and variable over time. Because the second region remains dimensionally stable and without material warping, the air guide element can withstand external loads without requiring additional support elements or contact surfaces to hold the second region in the desired position.

[0035] According to an advantageous embodiment, the aerodynamic element can be seamlessly folded out from the vehicle's outer skin, with a second area having flexible material properties forming a hinge area between the outer skin and the first area. Advantageously, the fold-out section can be designed as an air guide element and have at least a first and a second area with different material properties. This allows for the formation of torsionally flexible areas within the fold-out air guide element, in addition to the hinge area.

[0036] According to the invention, a first region forms a central region to which a second region adjoins on two opposite sides, wherein the first region has torsionally flexible material properties, and the two second regions have torsionally rigid material properties. In this way, the central region can twist such that different inclinations with respect to a starting plane result at the respective second regions.

[0037] According to one embodiment, the two second areas on a right and left side can be aligned with respect to a central axis of the aerodynamic element. Advantageously, this allows for asymmetric deformation of the air guide element, whereby different downforce and drag forces can be generated on the right and left sides during driving.

[0038] In an advantageous embodiment, the central area can have rigid material properties. Advantageously, the central area can span a distance along its length without deflection. This ensures that the basic shape of the air guide element is maintained even when it is at least partially suspended between two support points.

[0039] According to the invention, a kinematic suspension forming a pivot joint is arranged at least section by section between the first region and the respective second region. In this way, the two second regions can rotate independently and relative to the first region, with only the first region being twisted in on itself.

[0040] According to one embodiment, an actuator can be arranged between the first and the respective second regions, with the actuators being independently controllable to torsion the first region, while the two second regions remain undeformed, in particular without material warping. In this way, different inclinations of the air guide element relative to a starting plane can be achieved. For example, different downforces and drag forces can be generated by the different inclinations on the right and left during travel, with downforce or drag being generated only where it is needed. Naturally, this also makes it possible to control the two actuators in parallel, so that only a parallel displacement or identical rotation of the entire air guide element occurs.This allows the aerodynamic element to be adjusted, for example, to be set flatter for improved acceleration or to stand upright for improved braking.

[0041] According to an advantageous embodiment of the motor vehicle, the aerodynamic element can form a central area in the first region, to which a second region adjoins on two opposite sides. The first region has torsionally flexible material properties, and the two second regions have torsionally rigid material properties. The two second regions on the right and left sides of the vehicle can be aligned with respect to a central axis in the direction of travel. Advantageously, an asymmetrical shape of the air guide element can be created, which, for example, allows more downforce to be generated on the inside wheel when cornering. Due to the active aerodynamics integrated into the aerodynamic element, a cost-effective and space-saving aerodynamic element, in particular a wing, can be created with a small number of components.a rear or front spoiler of a road vehicle will be provided.

[0042] The above embodiments and further developments can be combined with one another as appropriate. Further possible embodiments, further developments, and implementations of the invention also include combinations of features of the invention described previously or subsequently with regard to the exemplary embodiments, even if not explicitly mentioned. In particular, the person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the present invention. CONTENT OF THE DRAWING

[0043] The present invention will be explained in more detail below with reference to the exemplary embodiments shown in the schematic figures of the drawing. These show: Fig. 1 an aerodynamic element in a top view; Fig. 2 the aerodynamic element according to Fig. 1 in a perspective view; Fig. 3 the aerodynamic element according to Fig. 1 in another perspective view; Fig. 4 the aerodynamic element according to Fig. 1 in another perspective view; Fig. 5 a perspective view of a first area of ​​an air guide element; Fig. 6 another perspective view of the first area according to Fig. 5; Fig. 7 two possible cross-sectional profiles of an air guide element; Fig. 8 another embodiment of an aerodynamic element in a sectional view; Fig. 9 another embodiment of an aerodynamic element in a sectional view; Fig. 10 the aerodynamic element after Fig. 9 in a deformed state.

[0044] The accompanying figures are intended to provide a further understanding of the embodiments of the invention. They illustrate embodiments and, in conjunction with the description, serve to explain the principles and concepts of the invention. Other embodiments and many of the advantages mentioned will become apparent with reference to the drawings. The elements of the drawings are not necessarily shown to scale.

[0045] In the figures of the drawing, identical, functionally equivalent and similarly acting elements, features and components - unless otherwise stated - are each provided with the same reference symbols. DESCRIPTION OF EXAMPLES OF EXECUTION

[0046] Fig. Figure 1 shows an aerodynamic element 1 in a top view. The aerodynamic element 1 has an air guide element 2 with a planar and essentially rectangular shape. Along a longitudinal axis L, the air guide element 2 is provided with a kinematic suspension 5 at two positions. The kinematic suspension 5 serves, for example, to connect the aerodynamic element 1 to a vehicle body. In the illustrated embodiment, the air guide element 2 has different regions 3 and 4 along the longitudinal axis L. The regions 3 and 4 have different material stiffnesses. A central region 7 is formed by a first region 3, which has torsionally flexible and bending stiff material properties. The two adjacent second regions 4, on the other hand, have torsionally stiff material properties.

[0047] The two kinematic suspensions 5 are each arranged between the first region 3 and the second region 4. These each form a pivot joint, allowing the different regions 3 and 4 to be deformed relative to each other out of the plane shown. The suspensions 5 form point bearings, thus enabling the air guide element to rotate.

[0048] In this embodiment, the air guide element 2 is symmetrical about a transverse axis Q. Preferably, the aerodynamic element 1 is arranged on a vehicle, in particular a road vehicle, such that the air guide element 2 is also arranged symmetrically about a central axis M of the vehicle.

[0049] Fig. Figure 2 shows the aerodynamic element 1 according to Fig. Figure 1 is shown in a perspective view. In a right-hand edge region 8, the air guide element 2 is shown tilted from the original plane, resulting in an asymmetric configuration of the aerodynamic element 1' (shown as a dashed line) with respect to the transverse axis Q. In this asymmetric configuration of the aerodynamic element 1', the second region 4, which has been displaced from the original plane, retains its basic shape undeformed and without material warping. The deformation occurs solely from a torsion of the central region 7. For this purpose, the air guide element 2 is pivoted upwards at the kinematic suspension 5 between the central region 7 and the second region 4 on the right in the illustration. The two kinematic suspensions 5 can be designed as actuators 6 and, through targeted control, bring about the deformation of the air guide element 2.Such a configuration is particularly suitable for cornering, as it allows more downforce to be generated on the inside wheel.

[0050] If the aerodynamic effect during cornering is to be further enhanced, the aerodynamic element 1 can be configured according to Fig. Assume position 3. In this perspective view, the left edge region 9 is additionally pivoted from the original plane. In contrast to the right edge region 8, the left edge region 9 is pivoted downwards, which further increases the torsion in the central region 7. The deformation of the air guide element 2 can be brought about via the two kinematic suspensions 5, which are designed as actuators 6 and can be controlled independently of each other. Both second regions 4 remain undeformed in their basic shape in this configuration as well. Material deformation or torsion only occurs in the first region 3.

[0051] To allow the first region 3 to twist in on itself, it is designed in this embodiment to be torsionally flexible but rigid in bending. In contrast, the second regions 4 are designed to be torsionally rigid, so that they remain undeformed in their basic shape when the actuators 6 are activated. The different material properties are achieved through direction-independent material properties. These can be achieved by different orientations of fibers within the material. In this embodiment, the air guide element 2 contains a fiber composite material, whereby the different material stiffnesses are achieved by different orientations of the fibers in the first region 3 and in the second region 4.

[0052] Fig. Figure 4 shows the aerodynamic element 1 according to Fig. Figure 1 shows another perspective view. In this embodiment, the air guide element 2 is pivoted or tilted identically at the right edge region 8 and the left edge region 9, resulting in a symmetrical configuration of the air guide element 2. In this configuration, no torsion occurs in the first region 3. The two actuators 6 can be controlled synchronously. Depending on the inclination of the air guide element 2, different downforce can be achieved on the aerodynamic element 1. At a minimal inclination, this results in low air resistance and therefore better acceleration. This corresponds, for example, to a configuration used in DRS (Drag Reduction System). At a maximum inclination from the initial plane, on the other hand, high air resistance results, thus achieving a supporting braking effect, whereby the aerodynamic element 1 can, for example, serve as a so-called air brake.The air guide element 2 can be pivoted upwards for different inclinations and also independently downwards with respect to the starting plane.

[0053] Fig. Figure 5 shows a perspective view of a first section 3 of an air guide element 2. The first section 3 is designed as a torsionally flexible area with a symmetrical geometry with respect to the longitudinal axis L and the transverse axis Q. A climatic suspension 5 is arranged on both the right and left sides of the illustration, and these are connected to the first section 3 at least at certain points. A damper is also arranged in the left edge section 9, simulating a connection between the left edge section 9 and another section of the air guide element 2 along a cut edge 10. The lined surface of the first section 3 indicates that, in the initial configuration shown, the first section 3 is a flat surface.

[0054] Fig. Figure 6 shows another perspective view of the first area 3 of the air guide element 2 according to Fig. 5. A rotation at the left edge region 9 results in a torsion about a longitudinal axis L in the first region 3. The cut edge 10 remains as an undeformed line, with the torsion occurring only within the first region 3. A second region 4 (not shown) located at the cut edge 10 can thereby be displaced or tilted out of the original plane, remaining dimensionally stable and without material warping.

[0055] Fig. Figure 7 shows two possible cross-sectional profiles of an air guide element 2. The left illustration shows an open hollow profile. In contrast to the closed hollow profile in the right illustration, this exhibits torsionally flexible properties. Consequently, the open hollow profile can be used in a region of the air guide element 2 where torsionally flexible properties are to be further enhanced. Conversely, the closed hollow profile can be used in a region of the air guide element 2 where torsionally stiff properties are to be further increased.

[0056] Fig. Figure 8 shows a further embodiment of an aerodynamic element 1 in a sectional view. In this view, the aerodynamic element 1 is designed as a spoiler and shown in an extended state. The air guide element 2 can be seamlessly folded out from an outer skin 11 of a car body. A hinge area 12 can be arranged between the outer skin 11 and a rigid area 3 of the air guide element 2, forming a flexible area 4. The hinge area 12 can also be arranged between two rigid areas 3.

[0057] Fig. Figure 9 shows a further embodiment of an aerodynamic element 1 in a sectional view. The air guide element 2 is made of a shape memory alloy 13 and has integrated actuators. The aerodynamic element 1 is covered with a fairing element 14, which can be made of polyurethane. As a result of a temperature change, the air guide element 2 can be deformed by the shape memory alloy 13 into a deformed state according to Fig. 10 are transferred. In doing so, the air guide element 2 can simultaneously form a ventilation opening.

[0058] Although the present invention has been fully described above with reference to preferred embodiments, it is not limited thereto, but can be modified in many different ways. Reference symbol list 1, 1' aerodynamic element 2 air guide element 3 first area 4 second area 5 kinematic suspension 6 Actuator 7 central area 8 right edge area 9 left edge area 10 Cutting edge 11 Outer skin 12 Joint area 13 Shape memory alloy 14 Trim element L Longitudinal axis of the air guide element Q transverse axis of the air guide element M central axis of the vehicle

Claims

[1] Aerodynamic element (1) for a vehicle, in particular a land vehicle, comprising: an air guide element (2), wherein the air guide element (2) has a first region (3) with a first material stiffness and at least a second region (4) with a second material stiffness, wherein the first material stiffness is not equal to the second material stiffness, and at least the second region (4) is dimensionally stable, wherein the first area (3) forms a central area (7) to which a second area (4) adjoins on two opposite sides, wherein the first area (3) has torsionally flexible material properties, and the two second areas (4) have torsionally rigid material properties, wherein at least section by section a kinematic suspension (5) is arranged between the first area (3) and the respective second area (4), forming a pivot joint, and wherein the aerodynamic element (1) is designed as a wing, with a top and a bottom surface being open to airflow. [2] Aerodynamic element (1) according to claim 1, characterized by , that the air guide element (2) is formed in one piece. [3] Aerodynamic element (1) according to any one of the preceding claims, characterized by , that the air guide element (2) contains a fiber composite material, in particular consists of a fiber composite material, and / or contains a shape memory alloy (13), in particular consists of a shape memory alloy (13). [4] Aerodynamic element (1) according to any one of the preceding claims, characterized by, that the different material stiffnesses are direction-dependent with respect to a longitudinal axis (L) and a transverse axis (Q) of the air guide element (2). [5] Aerodynamic element (1) according to any one of the preceding claims, characterized by , that the different material stiffnesses are achieved by targeted alignment of fibers in the material of the air guide element (2). [6] Aerodynamic element (1) according to any one of the preceding claims, characterized by , that the first area (3) is torsionally flexible and flexurally stiff, in particular with respect to a longitudinal axis (L) of the air guide element (2), and the second area (4) is torsionally stiff. [7] Aerodynamic element (1) according to any one of the preceding claims, characterized by, that between the first region (3) and the second region (4) a kinematic suspension (5) is arranged at least section by section, which forms a pivot joint, so that the first region (3) and the second region (4) are rotatable relative to each other. [8] Aerodynamic element (1) according to any one of the preceding claims, characterized by , that an actuator (6) is arranged between the first area (3) and the second area (4), which is controllable and is designed to rotate the first area (3) relative to the second area (4), wherein the second area (4) remains undeformed, in particular without material warping. [9] Aerodynamic element (1) according to any one of the preceding claims, characterized by, that the aerodynamic element (1) can be folded out seamlessly from an outer skin (11) of the vehicle, wherein a second area (4) with flexible material properties forms a joint area (12) between the outer skin (11) and the first area (3). [10] Aerodynamic element (1) according to claim 1, characterized by , that the two second areas (4) on a right and left side can be aligned with respect to a central axis (M) of the aerodynamic element. [11] Aerodynamic element (1) according to claim 1 or 10, characterized by , that the central area (7) has flexurally rigid material properties. [12] Aerodynamic element (1) according to one of claims 1, 10 or 11, characterized by, that an actuator (6) is arranged between the first area (3) and the respective second area (4), wherein the actuators can be controlled independently of each other to torsion the first area (3), wherein the two second areas (4) remain undeformed, in particular without material warping. [13] Motor vehicle with at least one aerodynamic element (1) according to one of the preceding claims, wherein the aerodynamic element (1) forms a wing. [14] Motor vehicle according to claim 13, characterized by , that the aerodynamic element (1) is designed according to claim 9, wherein the two second areas (4) on a right and left side of the vehicle are alignable with respect to a central axis (M) in the direction of travel of the vehicle.

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