Cooling system for a brake disk and method for operating such a system

Abstract

The invention relates to a cooling system (5) for the controlled cooling of a braking system (3), in particular of a brake disk (31) of a motor vehicle, the system comprising a duct (6) for an air flow, and a deflector (10), the duct (6) comprising an inlet opening (7) and an outlet opening (8), the deflector (10) being arranged upstream in a longitudinal direction (X) of the inlet opening (8) of the duct (6), the deflector being moveable between an unfolded position close to the inlet opening (7) of the duct, in particular an unfolded position for reducing the aerodynamic drag of the motor vehicle, and a folded position at a distance from the inlet opening (7) of the duct.

Description

[0001] TITLE ■ SYSTEM FOR COOLING A BRAKE DISC AND METHOD FOR OPERATING SUCH A SYSTEM

[0002] The invention relates to a system for the controlled cooling of a brake disc. The invention also relates to a vehicle, in particular a motor vehicle, comprising such a system. The invention also relates to a method of operating such a system or such a vehicle.

[0003] In a motor vehicle equipped with a disc brake system, it is important to be able to cool such a brake disc. Brake discs in motor vehicles can become very hot under certain operating conditions. If the brake disc becomes too hot, it can cause the vehicle's braking system to malfunction.

[0004] Motor vehicles are known which include air intakes at the front of the vehicle or on the sides of the vehicle to cool the brake discs.

[0005] However, these solutions have drawbacks from an aerodynamic point of view.

[0006] The aim of the invention is to provide a system for the controlled cooling of a brake disc and a method of operating such a system which overcomes the above drawbacks and improves the devices and methods known from the prior art. In particular, the invention makes it possible to produce a system and a method which are simple and which have a reduced cost and which make it possible to optimize the compromise between a high brake cooling capacity and reduced aerodynamic drag.

[0007] The invention relates to a system for the controlled cooling of a braking system, in particular a brake disc of a motor vehicle, comprising a duct, intended for an air flow, and a deflector, the duct comprising an inlet opening and an outlet opening, the deflector being arranged upstream along a longitudinal direction of the inlet opening of the duct, the deflector being movable between a deployed position towards the inlet opening of the duct, in particular a deployed position such as to reduce the aerodynamic drag of the motor vehicle, and a folded position at a distance from the inlet opening of the duct.

[0008] The main direction of the duct may have an angle of inclination between 10° and 45° relative to the longitudinal direction.

[0009] The deflector may be pivotable between the deployed position in which the deflector is perpendicular or substantially perpendicular to the longitudinal direction, and the retracted position in which the deflector is parallel or substantially parallel to the longitudinal direction.

[0010] One end of the deflector may be pivotally mounted at a location near the duct inlet opening.

[0011] The outlet opening of the conduit may have a smaller area than the inlet opening of the conduit.

[0012] The outlet opening of the duct may have a rectangular or substantially rectangular shape.

[0013] The conduit may comprise a first tubular section extending in the main direction of the conduit and a second tubular section, the main direction of elongation of the second tubular section forming an angle with the main direction of the conduit, the angle being for example between 0° and 45°. The invention also relates to a vehicle, in particular a motor vehicle, comprising a system defined previously, the inlet opening of the conduit being located at a location on an underbody of the vehicle, the outlet opening of the conduit being located at a location opposite a brake disc.

[0014] The deflector may be adapted to extend perpendicular or substantially perpendicular to an underbody of the vehicle in the deployed position, and the deflector may be adapted to extend into contact with an underbody of the vehicle in the stowed position.

[0015] The invention also relates to a method for operating a previously defined system or for operating a previously defined vehicle, comprising: a step of comparing the speed of the vehicle with a threshold value; and if the speed of the vehicle is lower than the threshold value, placing the system in a braking performance mode in which the deflector is in the folded position; if the speed of the vehicle is greater than or equal to the threshold value, placing the system in an aerodynamic performance mode in which the deflector is in the deployed position.

[0016] The attached drawings represent, by way of example, an embodiment of a system according to the invention and an embodiment of an operating method according to the invention.

[0017] [Fig. 1] Figure 1 schematically represents an embodiment of a system for the controlled cooling of a brake disc of a vehicle, the deflector being in the deployed or open position. [Fig. 2] Figure 2 schematically represents an embodiment of a system for the controlled cooling of a brake disc of a vehicle, the deflector being in the folded or closed position.

[0018] [Fig. 3] Figure 3 is a bottom view schematically showing one embodiment of a system for the controlled cooling of a vehicle brake disc, the deflector being in the deployed or open position.

[0019] [Fig. 4] Figure 4 is a bottom view schematically showing one embodiment of a system for the controlled cooling of a brake disc of a vehicle, the deflector being in the folded or closed position.

[0020] The invention provides a system for the controlled cooling of a brake disc, in particular of a motor vehicle, making it possible to optimize the compromise between high aerodynamic performance of the vehicle, in particular reduced aerodynamic drag, and high cooling capacity of the braking system or brakes, in particular the brake discs of the vehicle. By actively controlling the system, depending on the operating conditions of the vehicle, high aerodynamic performance of the vehicle, in particular reduced aerodynamic drag, or high cooling capacity of the brake discs can be easily obtained when required.

[0021] An embodiment of a system 5 for the controlled cooling of a braking system 3, in particular of a brake disc 31, in particular of a vehicle 1, is described below with reference to FIGS. 1 to 4.

[0022] Vehicle 1 may be a motor vehicle. An orthonormal XYZ coordinate system is defined, in which the X axis denotes the longitudinal direction in which the vehicle usually travels in a straight line, and is oriented from the front to the rear of the vehicle, or from upstream to downstream. The Y axis denotes the transverse direction of the vehicle and is oriented from the left side to the right side of the vehicle. The Z axis denotes the vertical direction, and is oriented from the bottom to the top, from the lower part to the upper part of the vehicle.

[0023] The system 5 comprises a conduit 6, in particular of tubular shape. The conduit 6 is intended for a flow or circulation or passage of a fluid, in particular air.

[0024] The conduit 6 comprises an inlet opening 7 and an outlet opening 8.

[0025] The conduit 6 is for example intended to be connected to a base 23 of a vehicle 1.

[0026] The conduit 6 comprises for example at least one tubular section 61, 62.

[0027] The conduit 6 comprises at least a first tubular section 61 extending in a main direction A1, from the inlet opening 7.

[0028] The conduit 6 extends in particular in a main direction, or main direction of elongation, A1.

[0029] Advantageously, the conduit 6 is arranged at an angle relative to the longitudinal direction X. Advantageously, the main direction A1 of the conduit 6 forms an angle a, called an angle of inclination, with the longitudinal direction X.

[0030] Advantageously, the angle of inclination a between the main direction A1 of the conduit 6 and the longitudinal direction X can be between 10° and 45°.

[0031] The angle of inclination a may in particular be chosen according to the vehicle 1 and / or according to the dimensions of a wheel 2 of a vehicle 1.

[0032] Advantageously, the conduit 6 is inclined so as to open in a downstream direction relative to the longitudinal direction X.

[0033] The main dimension of the cross-section of the first tubular section 61 of the conduit 6, in particular the diameter d of the cross-section of the first tubular section 61 of the conduit 6, is for example between 50 mm and 150 mm, for example of the order of 100 mm.

[0034] The system 5 further comprises a motorized deflector 10.

[0035] The deflector 10 is for example a flap.

[0036] The deflector 10 has, for example, the shape of a wall or low wall, in particular rectangular, of height or length h and width W.

[0037] By height or length h of the deflector, we mean the largest dimension of the deflector measured in a direction perpendicular to the transverse direction Y. By width W of the deflector, we mean the dimension of the deflector in the transverse direction Y. The height h of the deflector is for example between 100 mm and 150 mm, for example of the order of 120 mm.

[0038] Preferably, the deflector 10 can be arranged in the immediate vicinity of the duct 6.

[0039] Advantageously, the deflector 10 can be arranged upstream along the longitudinal direction X of the inlet opening 7 of the duct 6. In other words, the deflector 10 can be arranged in front of the inlet opening 7 of the duct along the longitudinal direction X.

[0040] The deflector 10 can be movable between a deployed position towards the inlet opening 7 of the conduit 6 and a folded position away from the inlet opening 7 of the conduit 6.

[0041] In the deployed position (or open position) of the deflector 10, the deflector 10 interferes with the inlet direction or main direction A1 of the duct 6.

[0042] The deployed position of the deflector 10 may in particular be such as to reduce the aerodynamic drag of the vehicle. This makes it possible to improve the aerodynamic performance of the vehicle. This results in particular in reduced energy consumption of the vehicle.

[0043] In the folded position (or closed position) of the deflector 10, the deflector 10 is without interference with the inlet direction or main direction A1 of the duct 6. The closed position of the deflector 10 is the default position of the deflector 10.

[0044] The height h of the deflector 10 may be chosen according to the shape and / or the dimensions of the inlet opening 7 of the conduit 6. The height or length h of the deflector 10 is for example greater than or equal to 100 mm.

[0045] The width W of the deflector 10 is for example greater than or equal to 150 mm.

[0046] The deflector 10 may be made of plastic.

[0047] The deflector 10 may be able to pivot between a deployed position in which the deflector is perpendicular or substantially perpendicular to the longitudinal direction X, and a folded position in which the deflector is parallel or substantially parallel to the longitudinal direction X, in particular perpendicular or substantially perpendicular to the Y axis or perpendicular or substantially perpendicular to the Z axis.

[0048] The deflector 10 may be capable of pivoting through an angle (|) about a pivot axis parallel or substantially parallel to the transverse axis Y.

[0049] In the folded position of the deflector 10, the angle (|) is for example zero. The deflector 10 may in particular be in a horizontal or substantially horizontal position.

[0050] In the deployed position of the deflector 10, the angle (|) is for example equal to 90°. The deflector 10 may in particular be in a vertical or substantially vertical position.

[0051] One end 11 of the deflector 10 may be mounted in a pivot connection at a location close to the inlet opening 7 of the duct 6. Advantageously, the outlet opening 8 of the duct 6 may have a surface area smaller than the surface area of ​​the inlet opening 7 of the duct 6. This results in better focusing of the air flow at the outlet of the duct 6.

[0052] The surface area of ​​the outlet opening 8 of the conduit 6 is, for example, of the order of 15% to 30% smaller than the surface area of ​​the inlet opening 7 of the conduit 6.

[0053] As an example of the order of magnitude of dimensions, the surface area of ​​the inlet opening 7 of the conduit 6 is for example of the order of 10000 mm 2, and the surface area of ​​the outlet opening 8 of the conduit 6 is for example of the order of 8000 mm 2 .

[0054] The inlet opening 7 of the conduit 6 may have a round or rectangular or oval shape or an irregular shape.

[0055] The outlet opening 8 of the conduit 6 may have a round or rectangular or oval shape or an irregular shape.

[0056] The inlet opening 7 of the conduit 6 has, for example, a round shape. The outlet opening 8 of the conduit 6 has, for example, a rectangular shape.

[0057] Advantageously, the outlet opening 8 of the conduit 6 has a rectangular or substantially rectangular shape. Preferably, the shape of the conduit 6 at the location of the outlet opening 8 is different from the shape of the conduit 6 upstream of the outlet opening 8. The shape of the conduit 6 at the location of the outlet opening 8 may in particular be chosen so that the conduit 6 does not come into abutment against one or more elements of a wheel 2 or against one or more elements associated with a wheel 2 of a vehicle 1. Advantageously, the conduit 6 has a local modification of its shape, in particular of its cross-section, at the outlet, relative to the rest of its length. The shape of the conduit 6 changes for example from a cylindrical shape to a parallelepiped shape from the inlet to the outlet or from upstream to downstream of the conduit 6.The conduit 6 has, for example, a circular section over a major part of its length from the inlet opening 7, and may have, in particular at the location of the outlet opening 8 and possibly near the outlet opening 8, a rectangular section shape.

[0058] Advantageously, the duct 6 may comprise an elbow 9. The elbow 9 is intended to optimize the orientation of the air flow leaving the duct 6, in particular so that the air flow leaving the duct 6 reaches the region of a brake disc 31 most favorable for cooling the brake disc.

[0059] The elbow 9 of the conduit 6 may be located at a location along the length of the conduit intended to coincide with the start of a passage of a wheel 2. The elbow 9 is, for example, intended to be located at the location of a structure which frames a wheel 2, in particular at the location of a wheel frame or a wheel arch.

[0060] The conduit 6 comprises for example a first tubular section 61 extending in particular in the main direction A1 and a second section 62. The second section 62 of the conduit 6 may be tubular. The second section 62 of the conduit 6 may extend in a main direction, or main direction of elongation, A2.

[0061] The first tubular section 61 extends in particular from the inlet opening 7 of the conduit 6 to the elbow 9, the second section 62 extending in particular from the elbow 9 to the outlet opening 8. The main direction A1 of the first tubular section 61 and the main direction A2 of the second tubular section 62 form for example an angle 6 between 0° and 45°.

[0062] The modification of the main direction of the duct 6 for the second section 62 compared to the first section 61, or in other words the fact that the duct 6 comprises an elbow 9, makes it possible in particular to optimize the flow of fluid on the system and therefore to optimize the ventilation of a braking system 3, in particular a brake disc 31, by air leaving the duct 6 further downstream compared to the case where the duct 6 would extend in the main direction A1 over its entire length.

[0063] The first tubular section 61 has, for example, a cylindrical shape, in particular a cylindrical shape. The second tubular section 62 has, for example, a cylindrical shape, in particular a cylindrical shape, except at its downstream end or at the outlet of the conduit 6 and possibly near the outlet opening 8 of the conduit 6.

[0064] The length L1 of the first tubular section 61, that is to say its dimension along the main direction A1, is for example between 100 mm and 200 mm, for example of the order of 150 mm.

[0065] The length L2 of the second tubular section 62, that is to say its dimension along the main direction A2, is for example between 50 mm and 150 mm, for example of the order of 100 mm.

[0066] The elbow 9 of the duct 6 is in particular intended to optimize the direction and / or the position of an air flow exiting the duct 6. The shape of the duct 6 at the outlet (or at its downstream end) and / or the elbow 9 of the duct 6 are in particular intended to optimize the ventilation of a brake disc 31 of a wheel 2, by optimizing the air flow exiting the duct 6.

[0067] The shape of the conduit 6 at the outlet and / or the bend 9 of the conduit 6 make it possible in particular to avoid the constraints, in particular in terms of size, linked to a rim of a wheel 2.

[0068] The duct 6 may be configured so that an air flow exiting the duct 6 reaches a brake disc 31 and ventilates it, without the duct 6 being in contact with the brake disc 31, which makes it possible to avoid damaging the brake disc 31, in particular by preventing the duct 6 from creating possible impacts on the brake disc 31.

[0069] The shape and / or position of the outlet 8 or the downstream end of the conduit 6 may be chosen depending on the vehicle 1.

[0070] The shape and / or dimensions of the duct 6 may be chosen so as to allow an optimized air flow, in particular to improve the distribution of the air flow or the ventilation of the brake disc 31, in particular to ensure rapid cooling of a brake disc 31.

[0071] Advantageously, the system 5 may further comprise an actuator connected to the deflector 10. The actuator may be active. The actuator may be controlled by a computer, in particular by a computer of a vehicle 1. The actuator may in particular be controlled, in particular actively, as a function of the speed of the vehicle 1.

[0072] The vehicle 1 comprises at least one wheel 2 and at least one braking system 3 associated with the at least one wheel 2. The braking system 3 is in particular a disc brake system. The braking system 3 comprises for example a brake disc 31 and a brake caliper 33 comprising brake pads.

[0073] The vehicle 1 comprises, for example, a front part 21 and a base or underbody 23.

[0074] Advantageously, the inlet opening 7 of the conduit 6 can be located at a location on the underbody 23 of the vehicle 1.

[0075] The conduit 6 can be connected to the underbody 23 of the vehicle 1.

[0076] Advantageously, the deflector 10 can be arranged upstream of the conduit 6. The deflector 10 can be arranged in the immediate vicinity of the conduit 6.

[0077] Advantageously, the conduit 6 can be connected to the base 23 so that the main direction A1 of the conduit 6 forms an angle a of between 10° and 45° relative to the base 23 of the vehicle 1.

[0078] The outlet opening 8 of the conduit 6 may be located at a location opposite a brake disc 31. The main direction of the conduit 6 at the outlet of the conduit 6 is preferably offset relative to an axis of rotation of a wheel 2.

[0079] The deflector 10 is for example capable of extending perpendicularly or substantially perpendicularly to the underbody 23 of the vehicle 1 in the deployed position.

[0080] The deflector 10 is for example capable of extending into contact with the underbody 23 of the vehicle 1 in the folded position. Preferably, the actuator is arranged in the underbody 23 of the vehicle 1.

[0081] A mode of execution of a method of operating a system 5 of the type described above or of a vehicle 1 of the type described above is described below with reference to figures 1 and 2 and figures 3 and 4.

[0082] When the vehicle 1 is in operation, in particular when the vehicle 1 is moving in the longitudinal direction X in the opposite direction to the direction of the axis X, air flows in a flow direction D towards the vehicle 1. The flow direction D of the air flow is for example parallel or substantially parallel to the longitudinal direction X. The flow direction of the air flow is represented by an arrow 4. The air flow represented by an arrow 4 is in particular a direct or frontal air flow. The flow direction D and the longitudinal direction X are in particular oriented in the same direction. The direction of rotation of a wheel 2 of the vehicle 1 is represented by an arrow 24.

[0083] The duct 6 of the system 5 is inclined so as to open in a downstream direction relative to the air flow direction D.

[0084] Figures 1 and 3 schematically represent the system 5 in operation, when the deflector 10 is in the deployed or open position.

[0085] In the deployed position of the deflector 10, the deflector 10 interferes with the inlet direction of the duct 6. The deflector 10 interferes with the main direction A1 of the duct 6. The deflector 10 in the deployed position makes it possible to limit the circulation of air in the duct 6 and to limit the formation of an air compression zone just in front of the wheel, this air compression significantly impairing the aerodynamic performance. This results in particular in a reduction of the aerodynamic drag of the vehicle. This makes it possible to optimize the aerodynamic performance of the vehicle.

[0086] Figures 2 and 4 schematically represent the system 5 in operation, when the deflector 10 is in the folded position.

[0087] In the folded position of the deflector 10, the deflector 10 does not interfere with the inlet direction of the duct 6. The deflector 10 does not interfere with the main direction A1 of the duct 6. Air circulates or flows in the duct 6. The arrow 14 represents an air flow flowing in the duct 6, from the inlet to the outlet of the duct 6, from upstream to downstream of the duct 6.

[0088] Advantageously, the inlet opening 7 of the duct 6 is located at a location of an underbody 23 of the vehicle 1. The air flow flowing in the duct 6 can thus advantageously come from a direct air flow and / or a frontal flow and / or an air flow flowing under the vehicle.

[0089] The system 5 is for example controlled, in particular actively, to move the deflector 10 from the deployed position to the folded position and vice versa. The system 5 is for example controlled, in particular actively, by an actuator, in particular of the type described above.

[0090] The invention proposes a method for actively controlling the deflector 10 of the system 5. Such a method is in particular intended to improve the cooling capacity of the brakes and the aerodynamic performance of the vehicle. The deflector 10 is capable of being controlled according to the cooling requirement of a brake disc 31 of a vehicle 1 and / or the aerodynamic performance requirement. The system 5 is for example capable of operating in two modes: a braking performance mode and an aerodynamic performance mode. The braking performance mode of the system 5 or of the vehicle 1 corresponds to the operating mode of the system 5 described in relation to FIGS. 2 and 4. The aerodynamic performance mode of the system 5 or of the vehicle 1 corresponds to the operating mode of the system 5 described in relation to FIGS. 1 and 3.

[0091] When high-performance cooling of the brakes, in particular a brake disc, of the vehicle is required or when there is a high need for cooling of the brakes, in particular a brake disc, for example in city driving or in traffic jams, the system 5 operates in braking performance mode. The deflector 10 is in the folded-down position (Figures 2 and 4). Air flows through the duct 6 to directly cool the brake disc 31.

[0092] When high aerodynamic performance of the vehicle is required, for example on a highway, the system 5 operates in aerodynamic performance mode. The deflector 10 is in the deployed position (Figures 1 and 3), in particular so that the deflector 10 can limit the airflow in the duct 6 and therefore prevent it from hitting or directly reaching the wheel 2. The deployed position of the deflector 10 makes it possible to reduce the high pressure area on the surface of the tire of the wheel 2. As a result, the aerodynamic drag can be reduced, which makes it possible to reduce the energy consumption of the vehicle 1.

[0093] The method may comprise a step of comparing the speed of the vehicle 1 with a threshold value. The vehicle speed threshold value is, for example, of the order of 100 km / h.

[0094] If the speed of the vehicle 1 is lower than the threshold value, in particular lower than 100 km / h, the system 5 and / or the vehicle 1 is put into a braking performance mode in which the deflector 10 is in the folded position.

[0095] If the speed of the vehicle 1 is greater than or equal to the threshold value, in particular greater than or equal to 100 km / h, the system 5 and / or the vehicle 1 is placed in an aerodynamic performance mode in which the deflector 10 is in the deployed position.

[0096] An advantage of a method of the type described above is that it allows the trade-off between low aerodynamic drag and high brake cooling capacity to be optimized. Such an active control method makes it easy to achieve low aerodynamic drag and high brake cooling capacity when required.

[0097] An advantage of a system of the type described above is that it is easy to manufacture and / or assemble.

[0098] One advantage of a system of the type described above is that it has a low cost.

[0099] A system 5 has been described above for the controlled cooling of a brake disc 31 of a braking system 3 associated with a wheel 2. Of course, a system 5, comprising a conduit 6 and a deflector 10 and possibly an actuator, could be provided for several wheels 2 of a vehicle 1, in particular for each wheel 2 of a vehicle 1.

[0100] A system for the controlled cooling of a brake disc in the case of a motor vehicle has been described above. Such a system may be used for other types of vehicles than a motor vehicle. Such a system may in particular be used for high-speed trains, for which optimization of the aerodynamic performance of the vehicle and the cooling performance of the vehicle brakes is required.

[0101] Although the invention has been described above in the case of a braking system comprising a brake disc, the invention can be applied to other braking systems, for example to a drum brake system.

Claims

DEMANDS 1. System (5) for the controlled cooling of a braking system (3), in particular of a brake disc (31) of a motor vehicle, comprising a duct (6), intended for an airflow, and a deflector (10), the duct (6) comprising an inlet opening (7) and an outlet opening (8), the deflector (10) being arranged upstream along a longitudinal direction (X) of the inlet opening (8) of the duct (6), the deflector being movable between a deployed position towards the inlet opening (7) of the duct, in particular a deployed position capable of reducing the aerodynamic drag of the motor vehicle, and a folded position at a distance from the inlet opening (7) of the duct.

2. System according to claim 1, wherein the main direction (A1) of the conduit has an angle of inclination between 10° and 45° with respect to the longitudinal direction (X).

3. System according to claim 1 or 2, wherein the deflector (10) is able to pivot between the deployed position in which the deflector is perpendicular or substantially perpendicular to the longitudinal direction (X), and the folded position in which the deflector is parallel or substantially parallel to the longitudinal direction (X).

4. System according to any one of the preceding claims, wherein one end (11) of the deflector (10) is mounted in a pivot joint at a location close to the inlet opening (7) of the conduit (6).

5. System according to any one of the preceding claims, wherein the outlet opening (8) of the conduit (6) has a smaller surface area than the inlet opening (7) of the conduit (6).

6. System according to any one of the preceding claims, wherein the outlet opening (8) of the conduit (6) has a rectangular or substantially rectangular shape. A system according to any one of the preceding claims, wherein the conduit (6) comprises a first tubular section (61) extending along the principal direction (A1) of the conduit and a second tubular section (62), the principal direction of elongation (A2) of the second tubular section (62) forming an angle (6) with the principal direction (A1) of the conduit, the angle (6) being, for example, between 0° and 45°. A vehicle (1), in particular a motor vehicle, comprising a system (5) according to any one of the preceding claims, the inlet opening (7) of the conduit (6) being located at a location on the underbody (23) of the vehicle (1), the outlet opening (8) of the conduit (6) being located at a location opposite a brake disc (31).A vehicle according to the preceding claim, wherein the deflector (10) is capable of extending perpendicularly or substantially perpendicularly to a vehicle underbody (23) (1) in the deployed position, and wherein the deflector (10) is capable of extending into contact with a vehicle underbody (23) (1) in the retracted position. A method for operating a system (5) according to any one of claims 1 to 7 or for operating a vehicle (1) according to claim 8 or 9, comprising: a step of comparing the speed of the vehicle (1) with respect to a threshold value; and if the speed of the vehicle (1) is less than the threshold value, putting the system (5) into a braking performance mode in which the deflector (10) is in the retracted position; if the speed of the vehicle (1) is greater than or equal to the threshold value, the system (5) is put into an aerodynamic performance mode in which the deflector (10) is in the deployed position.

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