Height-adjustable vehicle aerodynamic system

Abstract

The height-adjustable vehicle aerodynamic system includes an aerodynamic element ride actuator and an aerodynamic element angle actuator connected in series and mounted on the vehicle. The aerodynamic element is adapted to rest in an inactive stored position and to move from the stored position to at least one active deployed position inclined relative to the vehicle undercarriage under control of the aerodynamic element angle actuator to change the aerodynamic characteristics of the vehicle. The aerodynamic element ride actuator is adapted to extend and retract in synchronization with the respective increases and decreases in vehicle height, and the aerodynamic element angle actuator is adapted to extend and retract to deploy and retract the aerodynamic element, respectively.

Description

[Background technology]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims priority to U.S. Provisional Application No. 63 / 441,504, filed January 27, 2023, which is incorporated herein by reference.

[0002] Automobiles, particularly high-performance and racing vehicles, have for many years used aerodynamic elements to affect the aerodynamics of the vehicle. In many cases, the aerodynamic elements remain fixed in the same position whether the vehicle is moving or not. In other cases, however, such elements are deployed while the vehicle is moving, for example, when a certain speed is reached. It is often advantageous to deploy the aerodynamic elements while the vehicle is moving in order to change the aerodynamics of the vehicle depending on the driving conditions.

[0003] Some vehicles are equipped with adjustable ride height (ground clearance, ride height) mechanisms. This may include, for example, a high ride height comfort mode for use on intermittently uneven driving surfaces, typically roads, and a low ride height sport mode to assist vehicle dynamics on flatter driving surfaces such as race tracks. This is typically achieved through the use of hydraulic actuators or air springs coupled to the vehicle suspension system. Summary of the Invention [Problem to be solved by the invention]

[0004] It would be advantageous to use a vehicle aerodynamic system that automatically adapts to changes in vehicle height by also changing the deployed position of the aerodynamic elements, and do so without affecting the stowed position of the aerodynamic elements, thereby allowing the aerodynamic elements to be continuously switched between positions corresponding to the vehicle's comfort and sport modes. These changes would advantageously be made to the aerodynamic elements as the vehicle height is changed between the vehicle's high comfort height and the vehicle's low sport height. This mechanism would be advantageously applicable to many active aerodynamic elements, such as rear wings and spoilers, tire wake deflectors, air dams, underbody devices, etc.

[0005] It would also be advantageous if the mechanism did not have to rely on additional sensors or electronic components to dampen variations in the aerodynamic position of the aerodynamic elements with vehicle height.

[0006] Additionally, it would be advantageous for this mechanism to be used to move the position of active aerodynamic elements underneath the vehicle or elsewhere on the vehicle. [Means for solving the problem]

[0007] A height-adjustable aerodynamic system has been developed that overcomes these prior art problems. The height-adjustable aerodynamic system automatically responds to changes in vehicle height by also changing the deployed position of the aerodynamic elements without affecting their stowed position, thereby allowing the aerodynamic elements to be continuously switched between positions corresponding to a high-height comfort mode and a low-height sport mode. This mechanism is applicable to many active aerodynamic elements, such as rear wings and spoilers, tire wake deflectors, air dams, underbody devices, and diffusers. Multiple mechanisms can be used throughout the vehicle or in isolation.

[0008] In a primary aspect of the present invention, a height-adjustable vehicle aerodynamic system comprises an aerodynamic element ride actuator and an aerodynamic element angle actuator connected in series and mounted on the vehicle, and an aerodynamic element adapted to rest in an inactive stored position and adapted to move from the stored position to at least one active deployed position inclined relative to the vehicle under the control of the aerodynamic element angle actuator to modify the aerodynamic characteristics of the vehicle, wherein the aerodynamic element ride actuator is adapted to extend and retract synchronously when the vehicle height increases and decreases, respectively, and the aerodynamic element angle actuator is adapted to extend and retract, respectively, to deploy and retract the aerodynamic element.

[0009] In a further aspect of the invention, the aerodynamic element ride actuators are adapted to extend and retract synchronously as the vehicle height increases and decreases, respectively, to maintain a predetermined spatial relationship between the lowest extent of the aerodynamic element and the riding surface.

[0010] In a further aspect of the invention, the aerodynamic element angle actuator is rotatably connected to the aerodynamic element by a connecting link.

[0011] In a further aspect of the invention, a first angle is maintained between the connecting link and the aerodynamic element from the stowed position to the at least one deployed position.

[0012] In a further embodiment of the invention, the at least one deployed position includes both a fully extended and a partially extended deployed position.

[0013] In a further aspect of the invention, the angle of the aerodynamic element relative to the vehicle in the fully extended and partially extended positions is different depending on whether the vehicle height is increasing or decreasing.

[0014] In a further aspect of the invention, a second angle is maintained between the connecting link and the aerodynamic element when the vehicle height is reduced and the aerodynamic element is in the stowed position.

[0015] In a further aspect of the invention, the angle of the aerodynamic element relative to the vehicle in at least one deployed position is different depending on whether the vehicle height is increasing or decreasing.

[0016] In a further aspect of the invention, the aerodynamic element ride actuator and the aerodynamic element angle actuator are hydraulically operated.

[0017] In a further aspect of the invention, at least one of the aerodynamic element ride actuator and the aerodynamic element angle actuator is single acting with a coil spring return.

[0018] In a further aspect of the invention, at least one of the aerodynamic element ride actuator and the aerodynamic element angle actuator is double-acting.

[0019] In a further aspect of the invention, the aerodynamic element ride actuator and the aerodynamic element angle actuator are constrained by a connecting bracket to operate in series.

[0020] In a further aspect of the invention, an element coil spring connects the connecting link and the aerodynamic element.

[0021] In a further aspect of the invention, a hard stop mechanism prevents excessive angular extension of the aerodynamic element when the vehicle height is reduced and the aerodynamic element is parallel to the underbody of the vehicle.

[0022] In a further aspect of the present invention, a height adjustable vehicle aerodynamic system is mounted on the underside of the vehicle in front of each of the two front vehicle wheels.

[0023] In a further aspect of the invention, a height adjustable vehicle aerodynamic system is mounted on the underside of the vehicle either in front of or behind each of the two rear vehicle wheels.

[0024] In a further aspect of the invention, the aerodynamic element is incorporated into the diffuser.

[0025] In a further aspect of the present invention, a method of operating a height-adjustable vehicle aerodynamic system includes connecting a height adjustment system to an aerodynamic element ride actuator of the height-adjustable vehicle aerodynamic system mounted on a vehicle, controlling the aerodynamic element ride actuator by the height adjustment system to extend and retract the aerodynamic element ride actuator in synchronous with increases and decreases in vehicle height, respectively, and extending and retracting an aerodynamic element angle actuator connected in series with the aerodynamic element ride actuator to deploy and retract, respectively, the aerodynamic element.

[0026] In a further aspect of the method of the present invention, the aerodynamic element angle actuator is controlled by a vehicle active aerodynamic system.

[0027] In a further aspect of the method of the present invention, the aerodynamic element angle actuator is controlled by a separate aerodynamic element hydraulic circuit. [Brief explanation of the drawings]

[0028] [Figure 1A] FIG. 1 is a partial plan view of a vehicle, showing a schematic representation of a height-adjustable aerodynamic system mounted in front of the front wheels.

[0029] [Figure 1B] 1B is a partial elevational view of the vehicle of FIG. 1A showing the aerodynamic elements of the height-adjustable aerodynamic system in a retracted reference position parallel to the riding surface.

[0030] [Figure 2] FIG. 1B shows a vehicle with an adjustable height aerodynamic system, showing four system configurations including normal height (N), low height (L), and a combination of the stored reference position (B) and deployed position (D) of the aerodynamic elements.

[0031] [Figure 3] FIG. 1 is a schematic elevation view of a height-adjustable aerodynamic system.

[0032] [Figure 4A]FIG. 1 is a top perspective view of a height-adjustable aerodynamic system.

[0033] [Figure 4B] FIG. 1 is a plan view of a height-adjustable aerodynamic system.

[0034] [Figure 4C] FIG. 1 is a bottom perspective view of the height-adjustable aerodynamic system.

[0035] [Figure 4D] FIG. 1 is an elevation view of a height-adjustable aerodynamic system.

[0036] [Figure 5] 1A, 1B, 6, and 7 are elevational schematic views of the height-adjustable aerodynamic system, along with a symbol chart showing four system configurations of the system, including combinations of normal height (N), low height (L), and aerodynamic element storage reference position (B) and deployed position (D).

[0037] [Figure 6] 1B and 4D are views of the vehicle and height-adjustable aerodynamic system, showing the vehicle and isolated height-adjustable aerodynamic system in elevation in four system configurations, including combinations of normal vehicle height (N), low vehicle height (L), and aerodynamic element storage reference position (B) and deployed position (D).

[0038] [Figure 7] Partial elevational view of a vehicle showing the height-adjustable aerodynamic system mounted in front of the rear wheels in four system configurations, including normal ride height (N), low ride height (L), and combinations of the aerodynamic elements in the retracted reference position (B) and deployed position (D).

[0039] [Figure 8] Partial elevational view of a vehicle showing the height-adjustable aerodynamic system mounted behind the rear wheels in four system configurations, including normal ride height (N), low ride height (L), and combinations of the aerodynamic elements in the retracted reference position (B) and deployed position (D).

[0040] [Figure 9] FIG. 9 is an elevational schematic diagram of the height-adjustable aerodynamic system of FIG. 8, along with a symbol chart showing four system configurations including combinations of normal height (N), low height (L), and aerodynamic element storage reference position (B) and deployed position (D).

[0041] [Figure 10] FIG. 1 is a perspective view of the underside of the vehicle showing the height adjustable aerodynamic system integrated into the diffuser at the rear of the vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0042] A height-adjustable vehicle aerodynamic system (1) is shown in Figures 1A through 10. The height-adjustable aerodynamic system (1) uses two hydraulic actuators connected in series. These include an aerodynamic element ride actuator (3) and an aerodynamic element angle actuator (5). Together, these actuators control the position of an aerodynamic element (7).

[0043] The aerodynamic element ride actuator (3) is coupled to the vehicle (4) by a revolute joint (9) and to a conventional ride height system (not shown) such that changes in vehicle height automatically result in actuation of the aerodynamic element ride actuator (3). Vehicles with adjustable ride height are often provided with vehicle suspension hydraulic actuators as part of the suspension system. The aerodynamic element ride actuator (3) can be on the same hydraulic circuit as the vehicle suspension hydraulic actuators, which ensures that the aerodynamic element ride actuator (3) and the vehicle suspension system actuators are synchronized and coupled to each other.

[0044] The aerodynamic element angle actuator (5) is driven by a conventional vehicle active aerodynamic system. The aerodynamic element angle actuator (5) can be on the same hydraulic circuit as other vehicle aerodynamic hydraulic actuators, ensuring they are synchronized and coupled to each other. Alternatively, if independent control of multiple active aerodynamic devices is required, each aerodynamic element angle actuator (5) can be individually coupled to an independent aerodynamic element hydraulic circuit.

[0045] Typically, the aerodynamic element ride actuator (3) has a different actuation stroke length than the aerodynamic element angle actuator (5).

[0046] A connecting link (11) attaches the aerodynamic element angle actuator (5) to the aerodynamic element (7). The connecting link (11) can rotate relative to the aerodynamic element (7), but the connecting link (11) and the aerodynamic element (7) are typically spring-fixed to each other in a first defined position at a first angle using an element coil spring (13) or other suitable energy storage element, such as a polymer elastomer element. There is a separate hard stop mechanism (15) that limits the nominal position of the aerodynamic element (7). This allows the rest of the height-adjustable aerodynamic system (1) to move independently of the aerodynamic element (7) while maintaining the same nominal aerodynamic element (7) position independent of vehicle height.

[0047] When used in front of the front vehicle wheels (16) or the rear vehicle wheels (17), the height-adjustable aerodynamic system (1) is configured to rotate the trailing edge (8) of the aerodynamic element (7) downward from a stored horizontal reference position (B) to a deployed position (D). See, for example, Figures 2, 3, 5, 6, and 7. When used behind the rear vehicle wheels (17), the height-adjustable aerodynamic system (1) can be reconfigured to rotate the trailing edge (8) of the aerodynamic element (7) upward from the stored horizontal reference position (B) to a deployed position (D). See, for example, Figures 8, 9, and 10. The principle is the same when the aerodynamic element (7) is mounted behind the rear vehicle wheels (17), but the element spring (13) acts to push the connecting link (11) and the aerodynamic element (7) apart to another defined position, and the first angle in this position may be different from the angle previously described when the height-adjustable aerodynamic system is mounted in front of the front or rear wheels (16, 17). For example, the aerodynamic element actuators (3, 5) may be configured so that the low height mode (L) results in a smaller angle of the deployed aerodynamic element (7) than the normal high height mode (N). The converse can be achieved by changing the horizontal reference position (B) of the aerodynamic element ride actuator (3). Regardless of whether the height-adjustable aerodynamic system is mounted in front of or behind the wheels, in low ride height mode (L), when the aerodynamic element (7) is in the stored horizontal reference position (B), the connecting link (11) and the aerodynamic element (7) are typically sprung to each other in a second defined position at a second angle different from the first angle using an element coil spring (13) or other suitable energy storage element.

[0048] The height-adjustable aerodynamic system (1) can be applied to a variety of active aerodynamic elements, such as rear wings and spoilers, tire wake deflectors, air dams, underbody devices, and diffusers. An example of a height-adjustable aerodynamic system (1) integrated into a diffuser (18) is shown in Figure 10. A diffuser is a contoured portion of a vehicle's rear that improves the vehicle's aerodynamics. This is achieved by enhancing the transition between the high-speed airflow beneath the vehicle and the low-speed airflow of the surrounding air. A diffuser helps generate downforce by accelerating the airflow in front of it. The angle of the diffuser creates a change in the velocity of the air flowing beneath it, which creates a pressure change and an increase in downforce. Depending on the aerodynamic requirements of a particular vehicle, it may be desirable to have a diffuser angle that varies with vehicle height. This is consistent with the function of the height-adjustable aerodynamic system (1).

[0049] Depending on the vehicle height, the requirements for the aerodynamic element (7) may vary. For example, to achieve optimal performance in the vehicle's Sport Low Height Mode (L), the aerodynamic element (7) may be deployed in a different position and at a different angle relative to the running surface (19) than to achieve optimal performance in the Normal High Height Mode (N). Another reason for this feature is to ensure adequate ground clearance for the aerodynamic element (7) depending on the vehicle height. Ideally, a predetermined distance between the lowest extent of the aerodynamic element (7) and the running surface (19) is maintained depending on the driving mode. The lowest extent of the aerodynamic element (7) is typically near the rear trailing edge (8) when the height-adjustable aerodynamic system is mounted in front of the front or rear wheels (16, 17), and near the front leading edge (6) when the height-adjustable aerodynamic system (1) is mounted behind the rear wheels (17). The predetermined distance need not be the same in all cases and may vary depending on road conditions or other driving parameters. The vehicle underside (21) is generally parallel to the running surface (19). The aerodynamic element (7) is oriented parallel to the vehicle underside (21) in the horizontal reference position (B) and inclined relative to the vehicle underside (21) in the deployed position (D).

[0050] The height adjustable aerodynamic systems (1) can be used singly or in pairs, with the systems typically used in pairs adjacent to the front vehicle wheels (16) or the rear vehicle wheels (17) or both.

[0051] For example, a pair of height-adjustable aerodynamic systems (1) can be mounted on the vehicle underbody (21) in front of the front wheels (16). By default, the vehicle is in a normal high-height mode (N). In this configuration, each aerodynamic element (7) can be maintained in a stored position parallel to the vehicle underbody (21) or deployed at an angle relative to the vehicle underbody (21). When deployed, each aerodynamic element (7) rotates along an axis (X) adjacent to the forward leading edge (6) of the aerodynamic element (7), tilting the rear trailing edge (8) of the aerodynamic element (7) downward. When the vehicle height is lowered to a sport low-height mode (L), each aerodynamic element (7) is again stored parallel to the vehicle underbody (21) and deployed with the rear trailing edge (8) tilted downward. The angle of the aerodynamic elements (7) when deployed can vary depending on the selected vehicle height. This prevents contact of the aerodynamic element (7) with the running surface (19) and may also affect the aerodynamic characteristics of the height-adjustable aerodynamic system (1).

[0052] The aerodynamic element ride actuator (3) and the aerodynamic element angle actuator (5) operate in series. This can be achieved by mounting them both within a connecting bracket (27). They can be single-acting actuators, each with a return spring, or double-acting actuators that do not require a return spring. For example, in the case of a single-acting actuator, the aerodynamic element ride actuator (3) can be provided with a ride actuator return spring (37) and the aerodynamic element angle actuator (5) can be provided with an angle actuator return spring (39). The aerodynamic element ride actuator (3) is typically rotatably connected at its front end to the body of the vehicle (4) via a mounting bracket (31). The aerodynamic element ride actuator (3) can retract from its default position in synchronization with a reduction in vehicle height. This ensures that the aerodynamic element (7) remains stored parallel to the vehicle undercarriage (21) regardless of vehicle height. By connecting the aerodynamic element ride actuator (3) to the vehicle suspension ride height circuit, the contraction of the aerodynamic element ride actuator (3) and its return to its default position can be synchronized without the need for additional sensors or electronic components.

[0053] The aerodynamic element ride actuator (3) maintains the spatial relationship between the aerodynamic element (7) and the body of the vehicle (4), while the aerodynamic element angle actuator (5) controls the deployment and return of the aerodynamic element (7) to the retracted reference position (B). The aerodynamic element angle actuator (5) extends upon activation of the vehicle aerodynamic hydraulic system. A rear end (33) of the aerodynamic element angle actuator (5) is rotatably connected to a first end of a connecting link (11) extending between the aerodynamic element angle actuator (5) and the aerodynamic element (7). The connecting link (11) is also rotatably connected to the aerodynamic element (7) at a second end of the connecting link (11). Typically, an element coil spring (13) connects the connecting link (11) and the aerodynamic element (7). When the aerodynamic element angle actuator (5) is not extended, the aerodynamic element (7) is retracted. Depending on the degree of extension of the aerodynamic element angle actuator (5), the aerodynamic element (7) can be deployed to various positions from parallel to the vehicle underbody (21), such as 15 degrees (in low-height mode L) or 30 degrees (in normal-height mode N), as shown in FIG. 3. The element coil spring (13) maintains a constant angle between the connecting element (11) and the aerodynamic element (7) as the aerodynamic element (7) is deployed. The hard stop mechanism (15), which can be made of, for example, an elastic or relatively rigid polymer material, is mounted above the aerodynamic element (7) when the aerodynamic element (7) is mounted in front of one of the front or rear wheels (16, 17), as shown in FIG. 6. Alternatively, the hard stop mechanism (15) is mounted below the aerodynamic element (7) when the aerodynamic element (7) is mounted behind one of the rear wheels (17), as shown in FIG. 9. The hard stop mechanism (15) prevents the aerodynamic element (7) from moving beyond parallelism with the vehicle underside (21) when the aerodynamic element (7) is in the storage reference position (B).

[0054] Microswitches or other electronic sensors can be used to sense the position of the aerodynamic elements (7). These are used only for position feedback and not for control of the aerodynamic elements (7). These can include microswitches for sensing open and closed positions. For example, as shown in Figures 4A and 4B, an open position microswitch (35) and a closed position microswitch (36) can be provided. The height-adjustable aerodynamic system (1) can operate without relying on additional sensors or electronic components to reduce variations in the aerodynamic position of the aerodynamic elements depending on the vehicle height.

[0055] As described above, the pair of height-adjustable aerodynamic systems 1 are typically mounted in front of the vehicle's front wheels 16, but can also be mounted in front of or behind the vehicle's rear wheels 17. Again, the aerodynamic elements 7 can be maintained in a stowed position parallel to the vehicle underbody 21 in both the normal high-height mode (N) and the sport low-height mode (L). When mounted in front of the rear wheels 17, the height-adjustable aerodynamic system 1 operates in the same manner as when mounted in front of the front wheels 16. When mounted behind the rear wheels 17, as shown in Figures 8 and 9, the rear trailing edges 8 of the aerodynamic elements 7 preferably tilt upward toward the vehicle underbody 21 upon deployment. Again, the angle of the deployed aerodynamic elements 7 relative to the vehicle underbody 21 can be varied depending on the vehicle height. In this case, the hard stop mechanism (15) is attached below the aerodynamic element (7) to prevent the aerodynamic element (7) from rotating downwardly from parallel to the vehicle undercarriage (21). The element coil spring (13) connecting the connecting link (11) and the aerodynamic element (7) is extended except when the height-adjustable aerodynamic system (1) is in low height mode (L) and the aerodynamic element (7) is retracted. In this reference position (B), the element coil spring (13) is compressed and the aerodynamic element (7) contacts the hard stop mechanism (15).

[0056] Figures 2, 5, 6, and 7 show the aerodynamic system mechanism (1) in four different configurations. These can be described, from top to bottom in Figure 5 and counterclockwise from the top left in Figures 2, 6, and 7, as NB (normally high ride height (N) and the aerodynamic element (7) in a retracted parallel reference position (B)), ND (normally high ride height (N) and the aerodynamic element (7) in a deployed position (D)), LD (low ride height (L) and the aerodynamic element (7) in a deployed position (D)), and LB (low ride height (L) and the aerodynamic element (7) in a retracted parallel reference position (B)). These configurations can be used when the height-adjustable aerodynamic system (1) is mounted in front of the front vehicle wheels (16) or the rear vehicle wheels (17). In the NB configuration, the aerodynamic element ride actuator (3) is extended, the aerodynamic element angle actuator (5) is not extended, and the aerodynamic element (7) is in contact with the hard stop mechanism (15). In the ND configuration, the aerodynamic element ride actuator (3) remains extended, the aerodynamic element angle actuator (5) also extends, and the aerodynamic element (7) does not contact the hard stop mechanism (15). In the LD configuration, the aerodynamic element ride actuator (3) no longer extends, the aerodynamic element angle actuator (5) remains extended, and the aerodynamic element (7) still does not contact the hard stop mechanism (15). In the LB configuration, the aerodynamic element ride actuator (3) remains unextended, the aerodynamic element angle actuator (5) also does not extend, and the aerodynamic element (7) again contacts the hard stop mechanism (15).

[0057] 8 and 9 also show the height-adjustable aerodynamic system (1) in four different configurations. These may be described, from top to bottom in FIG. 9 and counterclockwise from the top left in FIG. 8, as NB (normal high ride height (N) and the aerodynamic element (7) in the retracted parallel reference position (B)), ND (normal high ride height (N) and the aerodynamic element (7) in the deployed position (D)), LD (low ride height (L) and the aerodynamic element (7) in the deployed position (D)), and LB (low ride height (L) and the aerodynamic element (7) in the retracted parallel reference position (B)). These configurations can be used when the height-adjustable aerodynamic system (1) is mounted behind the vehicle's rear wheels (17). In the NB configuration, the aerodynamic element ride actuator (3) does not extend, the aerodynamic element angle actuator (5) extends, and the aerodynamic element (7) contacts the hard stop mechanism (15). In the ND configuration, the aerodynamic element ride actuator (3) does not extend, the aerodynamic element angle actuator (5) does not extend, and the aerodynamic element (7) does not contact the hard stop mechanism (15). In the LD configuration, the aerodynamic element ride actuator (3) extends, the aerodynamic element angle actuator (5) remains unextended, and the aerodynamic element (7) still does not contact the hard stop mechanism (15). In the LB configuration, the aerodynamic element ride actuator (3) remains extended, the aerodynamic element angle actuator (5) also extends, and the aerodynamic element (7) again contacts the hard stop mechanism (15).

[0058] While a particular arrangement of parts is disclosed in the illustrated embodiment, it should be understood that other arrangements will also benefit from the present invention. Although a particular sequence of steps is shown and described, it should be understood that the steps can be performed in any order, separated, or combined unless otherwise indicated, and still benefit from the present invention.

[0059] Although the various examples have specific components illustrated, embodiments of the invention are not limited to these specific combinations. Some of the components or features from one of the examples can be used in combination with features or components from another of the examples.

[0060] Although exemplary embodiments have been disclosed, a worker of ordinary skill in this art would recognize that certain modifications would come within the scope of the following claims.

Claims

1. 1. A height adjustable vehicle aerodynamic system, comprising: an aerodynamic element ride actuator and an aerodynamic element angle actuator connected in series and mounted on the vehicle; an aerodynamic element adapted to rest in an inactive stowed position and adapted to move from the stowed position to at least one active deployed position angled relative to the vehicle under control of the aerodynamic element angle actuator to modify the aerodynamic characteristics of the vehicle; Equipped with the aerodynamic element ride actuators are adapted to synchronously extend and retract when vehicle height increases and decreases, respectively; The height adjustable vehicle aerodynamic system, wherein the aerodynamic element angle actuator is adapted to extend and contract to deploy and retract the aerodynamic element, respectively.

2. 2. The height-adjustable vehicle aerodynamic system of claim 1, wherein the aerodynamic element ride actuators are adapted to extend and retract synchronously as the vehicle height increases and decreases, respectively, to maintain a predetermined spatial relationship between the lowest extent of the aerodynamic element and the riding surface.

3. 3. The height adjustable vehicle aerodynamic system of claim 1 or 2, wherein the aerodynamic element angle actuator is rotatably connected to the aerodynamic element by a connecting link.

4. 4. The height adjustable vehicle aerodynamic system of claim 1, wherein a first angle is maintained between the connecting link and the aerodynamic element from the retracted position to the at least one deployed position.

5. 5. The height adjustable vehicle aerodynamic system of claim 1, wherein the at least one deployed position includes both a fully extended deployed position and a partially extended deployed position.

6. 6. The height adjustable vehicle aerodynamic system of claim 5, wherein the angle of the aerodynamic element relative to the vehicle in the fully extended and partially extended positions is different depending on whether the vehicle height is increasing or decreasing.

7. 4. The height adjustable vehicle aerodynamic system of claim 3, wherein a second angle is maintained between the connecting link and the aerodynamic element when the vehicle height is reduced and the aerodynamic element is in a retracted position.

8. The height adjustable vehicle aerodynamic system of claim 1 , wherein the angle of the aerodynamic element relative to the vehicle in the at least one deployed position is different depending on whether the vehicle height is increasing or decreasing.

9. 9. The height adjustable vehicle aerodynamic system of claim 1, wherein the aerodynamic element ride actuator and the aerodynamic element angle actuator are hydraulically operated.

10. 10. The height adjustable vehicle aerodynamic system of claim 1, wherein at least one of the aerodynamic element ride actuator and the aerodynamic element angle actuator is single acting with a coil spring return.

11. 10. The height adjustable vehicle aerodynamic system of claim 1, wherein at least one of the aerodynamic element ride actuator and the aerodynamic element angle actuator is double-acting.

12. 12. The height adjustable vehicle aerodynamic system of claim 1, wherein the aerodynamic element ride actuator and the aerodynamic element angle actuator are constrained by a connecting bracket to operate in series.

13. 13. The height adjustable vehicle aerodynamic system of claim 1, wherein an element coil spring connects the connecting link and the aerodynamic element.

14. 14. The height adjustable vehicle aerodynamic system of claim 1, wherein a hard stop prevents excessive angular extension of the aerodynamic element when the vehicle height is reduced and the aerodynamic element is parallel to the vehicle.

15. 15. The height adjustable vehicle aerodynamic system of claim 1, wherein the height adjustable vehicle aerodynamic system is mounted on the underside of the vehicle in front of each of the two front vehicle wheels.

16. 15. The height adjustable vehicle aerodynamic system of claim 1, wherein the height adjustable vehicle aerodynamic system is mounted on the underside of the vehicle either in front of or behind each of the two rear vehicle wheels.

17. 15. The height adjustable vehicle aerodynamic system of claim 1, wherein the aerodynamic element is integrated into a diffuser.

18. 1. A method of operating a height adjustable vehicle aerodynamic system, comprising: connecting the height adjustment system to an aerodynamic element ride actuator of a height adjustable vehicle aerodynamic system mounted on the vehicle; controlling the aerodynamic element ride actuator by the vehicle height adjustment system to extend and retract the aerodynamic element ride actuator in synchronization with increases and decreases in vehicle height, respectively; extending and retracting an aerodynamic element angle actuator connected in series with said aerodynamic element ride actuator to respectively deploy and retract the aerodynamic element; A method comprising:

19. The method of claim 18 , wherein the aerodynamic element angle actuator is controlled by a vehicle active aerodynamic system.

20. The method of claim 18 , wherein the aerodynamic element angle actuators are controlled by separate aerohydraulic circuits.

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