Automotive rear wing assembly drag reduction system

Abstract

Described herein is a drag reduction system for an automotive rear wing assembly. According to some embodiments, the system described herein comprises a first fixed aerodynamic wing, a second rotatable aerodynamic wing, and at least one strut, the at least one strut mounted on the vehicle at its front end, and an actuator enclosed within the at least one strut. At its rear end, the at least one strut is fixedly connected to the first fixed aerodynamic wing and rotatably connected to the second rotatable aerodynamic wing. The actuator is adapted to move the second rotatable aerodynamic wing to a drag-reduced orientation while biasing an energy storage device, and to return the second rotatable aerodynamic wing to an increased drag orientation by releasing stored energy from the energy storage device.

Description

Technical Field

[0001] Cross - Reference to Related Applications This application claims priority from U.S. Provisional Patent Application No. 63 / 538,988, filed on September 18, 2023, the content of which is incorporated herein by reference.

[0002] Technical Field The present disclosure relates to a drag reduction system for motor vehicles, and more particularly to a drag reduction system for a rear wing assembly of a motor vehicle.

Background Art

[0003] Background The use of additional aerodynamic elements in motor vehicles is often beneficial, especially when high speeds are involved. Such additional aerodynamic elements may include spoilers, airfoils, etc. For example, in Formula 1 motor racing, a drag reduction system (DRS) may employ a form of driver - adjustable body structure added to the rear of the vehicle. Vehicles intended for road use but which may also be used on a race track may also potentially benefit from such a system. The purpose of this DRS is, when appropriate, to reduce aerodynamic drag, increase top speed, and facilitate the ability to overtake other vehicles. It is also preferable for the DRS to be configured to return to a higher - drag orientation where, when appropriate, the downward force is increased. This higher - drag orientation generally provides a safer vehicle dynamics.

[0004] A typical DRS has two vertically offset aerodynamic wings mounted between vertical side plates. In a high downward force orientation, both wings generate the desired downward force, but also significant drag. Typically, an upper wing, rotatably mounted somewhat behind the lower wing on the vehicle, acts to rotate from a more vertical orientation to a more horizontal orientation when desired, reducing the drag of the entire wing assembly. The actuator can then rotate the upper wing back to its original more vertical position when needed, increasing the downward force again. The more vertical position will also increase drag. One problem associated with certain existing systems of this kind is the use of exposed actuators to control this movement. Such configurations are generally unsightly, especially for road vehicles, and expose the actuators to weather elements, dust, debris, etc., which can cause damage, wear, and potential defects. Furthermore, in the context of Formula 1, a third pylon, separate from the two vertical side plates attached to the vehicle that hold the wing at its lateral tip, is required for operation. We have developed solutions to some of these problems. [Overview of the Initiative]

[0005] overview In a primary embodiment, an automotive rear wing assembly drag reduction system comprises a first fixed aerodynamic wing, a second aerodynamic wing, and at least one strut, the at least one strut mounted on the vehicle at its front end, and an actuator enclosed within the at least one strut. At its rear end, the at least one strut is fixedly connected to the first fixed aerodynamic wing and rotatably connected to the second rotatable aerodynamic wing. The actuator is adapted to move the second rotatable aerodynamic wing to a drag-reduced orientation while biasing an energy storage device, and to return the second rotatable aerodynamic wing to an increased downward force and associated drag orientation by releasing stored energy from the energy storage device.

[0006] In a further embodiment, the actuator is a hydraulic actuator, the energy storage device is a return spring, the first fixed aerodynamic wing is a lower wing, and the second rotatable aerodynamic wing is an upper wing, the lower wing extending laterally and fixed at each of its lateral ends to one of two vertical side plates, the upper wing extending laterally and rotatably connected at each of its lateral ends to one of two vertical side plates, the upper wing is mounted above the lower wing and at least partially behind the lower wing, at least one strut fixed at its front end to the rear of the vehicle and extending rearward, the hydraulic actuator pivotally connected at its front end to at least one strut and pivotally connected at its rear end to a first corner of a substantially triangular rocker arm, the second corner of the rocker arm pivotally connected at the rear of the rear end of the hydraulic actuator to at least one strut. The third corner of the rocker arm is pivotally connected to a connecting link. The connecting link is connected to the leading edge of the upper wing. Retraction of the hydraulic actuator causes the upper aerodynamic wing to rotate toward a position with reduced horizontal drag, and extension of the hydraulic actuator causes the upper aerodynamic wing to rotate toward a position with increased vertical downward force and associated drag.

[0007] In a further embodiment, the hydraulic actuator piston retracts when supplied with hydraulic fluid and extends under pressure from a return spring.

[0008] In a further embodiment, the return spring is a coil spring.

[0009] In a further embodiment, the system includes a first drag reduction stop and a first microswitch which signals that the hydraulic actuator has stopped retracting when it is contacted by a first portion of the rocker arm when it reaches the full drag reduction position.

[0010] In a further embodiment, the system includes a second drag reduction stop and a second microswitch, which signals that the hydraulic actuator has stopped extending when it is contacted by a second portion of the rocker arm upon reaching the minimum drag reduction position.

[0011] In a further embodiment, the system includes a hydraulic line for supplying hydraulic fluid from a reservoir to the hydraulic actuator while the hydraulic actuator piston is retracting, and for returning the hydraulic fluid from the hydraulic actuator to the reservoir while the hydraulic actuator piston is extending.

[0012] In a further embodiment, at least one strut branches at its rear end into an upper fork rotatably connected to a second rotatable aerodynamic wing and a lower fork fixedly connected to a first fixed aerodynamic wing.

[0013] In a further embodiment, the actuator is enclosed within or contained within a support column and is substantially invisible when the support column is opaque, which protects the actuator from the environment and is also aesthetically pleasing. The support column may be made of carbon fiber or other suitable material.

[0014] In a further embodiment, the system has at least two support columns and associated mechanisms. Two or more support columns may provide greater stability.

[0015] Further aspects of the present invention will become apparent from the following description. [Brief explanation of the drawing]

[0016] For a better understanding of the various embodiments described herein, and to more clearly illustrate how they may be carried out, the accompanying drawings will be referenced here, only as examples.

[0017] [Figure 1] Figure 1 illustrates a non-limiting embodiment of a drag reduction system for an automotive rear wing assembly without a support cover. [Figure 2A] Figure 2A illustrates an "off" configuration drag reduction system for an automotive rear wing assembly, according to a non-limiting embodiment. [Figure 2B] Figure 2B depicts the drag reduction system for the automotive rear wing assembly of Figure 1 in an "off" configuration, according to a non-limiting embodiment. [Figure 3A] Figure 3A illustrates an "on" configuration drag reduction system for an automotive rear wing assembly, according to a non-limiting embodiment. [Figure 3B] Figure 3B illustrates the drag reduction system for the automotive rear wing assembly of Figure 1 in an "on" configuration, according to a non-limiting embodiment. [Figure 4A] Figures 4A and 4B show cross-sectional views of the automotive rear wing assembly drag reduction system of Figure 1 in "on" and "off" configurations, according to a non-limiting embodiment. [Figure 4B] Figures 4A and 4B show cross-sectional views of the automotive rear wing assembly drag reduction system of Figure 1 in "on" and "off" configurations, according to a non-limiting embodiment. [Figure 5A] Figures 5A and 5B depict cross-sectional views of the automotive rear wing assembly drag reduction system of Figure 1 in "on" and "off" configurations, exposing specific features, according to a non-limiting embodiment. [Figure 5B]Figures 5A and 5B depict cross-sectional views of the automotive rear wing assembly drag reduction system of FIG. 1 in “on” and “off” configurations, respectively, exposing certain features, according to non-limiting embodiments. [Figure 6] FIG. 6 depicts an enlarged view of the rocker arm and surrounding components of the automotive rear wing assembly drag reduction system of FIG. 1, according to non-limiting embodiments. [Figure 7] FIG. 7 depicts a cross-sectional view of the automotive rear wing assembly drag reduction system of FIG. 1 in the “on” position and with the rocker arm in the first position. [Figure 8] FIG. 8 depicts a cross-sectional view of the automotive rear wing assembly drag reduction system in the “off” position and with the rocker arm in the second position. [Figure 9] FIG. 9 depicts an automotive rear wing assembly drag reduction system according to another set of non-limiting embodiments. [Figure 10] FIG. 10 depicts a vehicle having an automotive rear wing assembly drag reduction system, according to non-limiting embodiments.

[0018] The preceding paragraphs, claims, or the embodiments, examples, and alternatives of the following description and drawings (including any of their various aspects or each individual feature) may be employed independently or in any combination. Features described with respect to one embodiment are applicable to all embodiments if such features are not incompatible.

Mode for Carrying Out the Invention

[0019] Detailed Description The DRS has actuators within the rear struts, and therefore only a minimal linkage mechanism is exposed. Typically, the lower wing elements are fixed at their lateral ends to a side plate (which is separate from the vehicle). The side plate does not function as a strut for supporting the wing elements, but rather as a lateral means for maintaining the lower wing elements in a fixed orientation while allowing the upper wing elements to rotate. The upper wing elements are pivotably mounted to the side plate. The wings are fitted with a pair of struts extending from the vehicle. Each strut preferably branches at its rear end, but the upper forks may be removed as long as there are connections to each wing. The lower forks of the struts are fixed to the lower wing. The upper forks of the struts are rotatably attached to the upper wing. The upper wing elements are actuated by a hydraulic actuator enclosed within the struts, but other forms of actuators, such as pneumatic actuators, may be used. When DRS is in the "off" configuration, the upper and lower wings are positioned to form a rear wing assembly with a high combined angle of attack (and therefore a relatively high downward force). In contrast, when DRS is in the "on" configuration, the angle of attack is minimized, and therefore the downward force and drag are reduced.

[0020] Each strut surrounds a hydraulic actuator. Each actuator is rotatably mounted to the strut at its front end. At its rear end, each actuator is rotatably connected to one corner of a rocker arm, which is conveniently triangular in shape. A second corner of the rocker arm is rotatably connected to the strut distal to the actuator's mounting position at its front end. When the system is in the "off" configuration, a third corner of the rocker arm, further aft of the second corner, is rotatably connected to a connecting link (which is then fixedly connected to the lower edge of the upper wing). The actuator is equipped with a coil spring return for returning the actuator piston from the retracted position to the extended position. This extension and retraction of the actuator piston may be described as an extension phase and a retraction phase.

[0021] When it is desirable to place the system in the "on" configuration, hydraulic fluid is pumped into the rear chamber of the actuator, which causes the piston to retract forward. This retraction pulls the rocker arm forward at the first corner, causing the rocker arm to rotate at the second corner. This causes the rocker arm to lift at the third corner, along with the connecting link rotatably attached to the rocker arm. The rising connecting link causes the lower edge of the upper wing to which the connecting link is fixed to rotate inward (towards the vehicle) toward a more horizontal position. When the rocker arm contacts the first stop, it reaches the low-drag configuration, which is fully "on". As long as hydraulic pressure is maintained, the system remains in the "on" configuration.

[0022] To reverse the process, the valve is opened, allowing the hydraulic fluid to flow back from the first chamber to the reservoir. The pressure from the compressed spring pushes the piston backward to its original extended position. When the rocker arm contacts the second stop, it reaches a higher drag configuration that is completely "off".

[0023] The first stop and the second stop may each be associated with a microswitch to electronically confirm that their respective "on" or "off" configurations have been reached.

[0024] For the safety of the vehicle and passengers, it is important that the wing is not unintentionally locked into the "on" configuration (which is inherently less stable than the "off" configuration). Therefore, it is preferable that the hydraulic fluid is supplied to and recovered from a single chamber of the hydraulic actuator, rather than being supplied to and recovered from multiple chambers on both sides of a piston, as in a typical cylindrical actuator. Any hydraulic fluid reaching an empty chamber can be discharged to a hydraulic fluid reservoir using a bleed line or a similar configuration. Therefore, in this extension phase, there is no hydraulic pressure to push the actuator, and only the coil spring prompts the piston to return to its extended position. This is important in the event of a loss of power to the hydraulic fluid pump and valve, because the spring automatically returns the DRS to its more stable "off" position without the risk of the system being trapped in the less stable "on" configuration.

[0025] While the preferred rocker arm is described as essentially triangular, other rocker arm configurations are possible to achieve the same result. Furthermore, while the preferred spring is described as a coil spring, other spring configurations are possible, such as elastomer materials (e.g., synthetic organic materials such as thermoplastics or synthetic rubber-like materials). For example, according to some embodiments, the spring may include torsion springs, tension springs, and compression springs or any suitable combination thereof. However, any suitable spring configuration is conceivable.

[0026] Attention is directed to Figure 1, which depicts an automotive rear wing assembly drag reduction system 100 according to a non-limiting embodiment. The drag reduction system 100 has a first fixed aerodynamic wing 102, a second rotatable aerodynamic wing 104, and at least one strut, the at least one strut 106 mounted on the vehicle 162 at the front (F) end 164, and an actuator 108 mounted within the at least one strut 106. The at least one strut 106 is fixedly connected to the first aerodynamic wing 102 at the rear (A) end 110 and rotatably connected to the second aerodynamic wing 104. The actuator 108 is enclosed within at least one support column 106 and is adapted to move the second aerodynamic wing 104 to a reduced drag (or more horizontal) orientation (Figures 3A and 3B) while biasing an energy storage device, and to return the second aerodynamic wing 104 to an increased drag (or more vertical) orientation (Figures 2A and 2B) by releasing stored energy from the energy storage device. According to some embodiments, the energy storage device is a return spring such as a return spring 112 or other biasing means. It is understood that any suitable means can be considered to bias the hydraulic actuator 108 to the increased drag orientation. For example, synthetic organic materials (e.g., thermoplastics) or elastomer materials such as synthetic rubber-like materials may be employed. The operation of the actuator 108 may be automatic or initiated by a user. For example, according to some embodiments, the automotive rear wing assembly drag reduction system may be deployed by a vehicle central controller based on a mode selected by the driver, along with other inputs (such as vehicle speed, steering angle, throttle position, brake application, and lateral acceleration).

[0027] According to some embodiments, the first fixed aerodynamic wing 102 is a downward aerodynamic wing that extends laterally and is fixed at each of its laterally ends, such as a laterally end 114, to two vertical side plates, such as vertical side plates 116. The second rotatable aerodynamic wing 104 is an upward aerodynamic wing that extends laterally and is rotatably connected at each of its laterally ends, such as a laterally end 118, to one of the two vertical side plates 116, for example via a pivot connection 136. The upward aerodynamic wing (i.e., the second rotatable aerodynamic wing 104) is mounted above the downward aerodynamic wing (i.e., the first fixed aerodynamic wing 102) and at least partially aft of the downward aerodynamic wing.

[0028] At least one strut 106 is fixedly connected to the rear of the vehicle 162 at its front end 164 and extends rearward. At least one strut 106 is fixedly connected to the lower aerodynamic wing (i.e., the first fixed aerodynamic wing 102) and rotatably connected to the upper aerodynamic wing (i.e., the first rotatable aerodynamic wing 104).

[0029] As noted above, the actuator 108 is enclosed within at least one strut 106, which conceals it and protects the mechanism from external mud and debris. The actuator 108 is pivotally connected to the strut 106 at its front end 134 and pivotally connected at its rear end (end 120) to the first corner 122 of a roughly triangular rocker arm 124 (see also Figure 6). The second corner 126 of the rocker arm 124 is pivotally connected to at least one strut 106. The third corner 128 of the rocker arm 124 is pivotally connected to a connecting link 130 connected to the leading edge 132 of the second aerodynamic wing. Any suitable means of pivot connection are possible. For example, the second corner 126 may be pivotally connected to the strut 106 using a pin and bushing.

[0030] According to some embodiments, the actuator 108 is a hydraulic actuator, and therefore, the actuator 108 may also be referred to herein as the hydraulic actuator 108. Retraction and extension of the hydraulic actuator 108 cause the second aerodynamic wing to change position relative to the first aerodynamic wing. For example, retraction of the hydraulic actuator 108 may cause the second aerodynamic wing to rotate toward a position with further horizontal reduced drag (Figure 4B), and extension of the hydraulic actuator 108 may cause the second aerodynamic wing to rotate toward a position with further vertical increased drag (Figure 4A). According to some embodiments, the automotive rear wing assembly drag reduction system 100 further has a hydraulic line 138. The hydraulic line 138 is fluidly connected to a reservoir such as a reservoir 140 (Figure 1). According to some embodiments, the hydraulic line 138 is configured to supply hydraulic fluid from the reservoir 140 to the hydraulic actuator 108 while the actuator piston 142 is retracting (Figures 4B and 5B), and to return the hydraulic fluid from the hydraulic actuator 108 to the reservoir 140 while the actuator piston 142 is extending (Figures 4A and 5A).

[0031] As noted above, the automotive rear wing assembly drag reduction system 100 has an energy storage device, such as a return spring 112 or other means, to bias the hydraulic actuator to an extended, safer "off" position (Figure 4A), so that the hydraulic actuator piston 142 retracts when supplied with hydraulic fluid and extends under pressure from the energy storage device. According to some embodiments, the return spring 112 acts as an auxiliary means to assist in the default positioning of the second aerodynamic wing 104 to a safer, higher combined angle of attack (AOA) configuration. For example, if hydraulic pressure is lost, the energy storage device (e.g., the return spring 112) pushes the upper aerodynamic wing (i.e., the first rotatable aerodynamic wing 104) to an "off" position with a higher downward force.

[0032] According to some embodiments, the automotive rear wing assembly drag reduction system 100 has the feature of providing performance feedback to a vehicle central controller (not shown). Such feedback may help to activate certain vehicle safety features, such as vehicle speed reduction. For example, according to some embodiments, the automotive rear wing assembly drag reduction system 100 further has a first drag reduction stop 144 and a first microswitch 146, the first microswitch 146 informing the vehicle central controller or other appropriate control means that the hydraulic actuator 108 has stopped retracting when it is contacted by a first portion 148 of the rocker arm 124 when it reaches the full drag reduction position (Figure 7). According to some embodiments, the automotive rear wing assembly drag reduction system 100 has a second drag reduction stop 150 and a second microswitch 152, the second microswitch 152 which informs the vehicle central controller or other appropriate control means that the hydraulic actuator 108 has stopped extending when it is contacted by the second portion 154 of the rocker arm 124 when it reaches the minimum drag reduction position (Figure 8). The microswitches 146 and 152 transmit signals to the vehicle central controller indicating the position or state of the first and second aerodynamic wings. As noted above, in response to such signals, such as changes in vehicle speed, further vehicle modifications may be initiated. According to some embodiments, the automotive rear wing assembly drag reduction system 100 has both the first and second drag reduction stops 144 and 150 and both the first and second microswitches 146 and 152. However, according to some embodiments, the automotive rear wing assembly drag reduction system 100 has either a first drag reduction stop 144 and a first microswitch 146 or a second drag reduction stop 150 and a second microswitch 152.

[0033] Various configurations of the automotive rear wing assembly drag reduction system 100 are possible. As shown in Figures 1-8, the strut 106 may branch at its rear end into an upper fork 156 and a lower fork 160. The upper fork 156 is rotatably connected to the second aerodynamic wing 104 (hereinafter also referred to as the upper aerodynamic wing) by, for example, a pivot pin 158. The lower fork 160 is fixedly connected to the first aerodynamic wing 102 (hereinafter also referred to as the lower aerodynamic wing). However, according to some embodiments, the automotive rear wing assembly drag reduction system 100 lacks the upper fork 156, and the second aerodynamic wing 104 is supported by a connecting link 130 and a pivot connection 136 (shown in Figure 9 as the automotive rear wing assembly drag reduction system 200). Such an arrangement can reduce mechanical complexity and weight.

[0034] According to some embodiments, the automotive rear wing assembly drag reduction system 100 has more than one strut and associated mechanisms. For example, the automotive rear wing assembly drag reduction system 100 may have at least two struts, such as struts 106A and 106B (shown in Figures 2A and 3A). Struts 106A and 106B are configured similarly to at least one strut 106 and have associated devices and mechanisms (such as a hydraulic actuator 108 and a connecting link 130). According to some embodiments, strut 106A is a mirror configuration of strut 106B.

[0035] For the purposes of this application, it will also be understood that terms such as "at least one of X, Y, and Z" or "one or more of X, Y, and Z" may be interpreted as X only, Y only, Z only, or any combination of two or more items X, Y, and Z (e.g., XYZ, XYY, YZ, ZZ, XX, XY).

[0036] In this application, a component may be described as "configured to" or "enabling" to perform one or more functions. Generally, a component configured to perform a function, or enabled to perform a function, is understood to be configured to perform that function, or enabled to perform that function, or suitable for performing that function, or adapted to perform that function, or operable to perform that function, or otherwise capable of performing that function.

[0037] Additionally, components in this application may be described as "operatally connected to," "operatally linked to," or similar terms for other components. Such components are understood to be connected or linked to one another in a manner that performs a specific function. The terms "connection," "linking," etc., as used in this application are also understood to include direct and indirect connections between components.

[0038] References in this Application to “one embodiment,” “a certain embodiment,” “a certain implementation,” “a certain variation,” etc., indicate that the embodiments, implementations, or variations described herein may include certain aspects, features, structures, or characteristics, but not all embodiments, implementations, or variations may include such aspects, features, structures, or characteristics. Furthermore, such language may, but not necessarily, refer to the same embodiments referred to in other parts of this Specification. Moreover, when certain aspects, features, structures, or characteristics are described in relation to a particular embodiment, whether explicitly stated or not, it is within the knowledge of those skilled in the art that such modules, aspects, features, structures, or characteristics affect other embodiments or connect them to other embodiments. In other words, any module, element, or feature may be combined with any other element or feature in a different embodiment unless there is an obvious or inherent incompatibility or unless specifically excluded.

[0039] It is further noted that claims may be drafted to exclude any optional elements. Therefore, this reference is intended to serve as an antecedent for the use of exclusive terms such as “solely,” “only,” etc., in relation to the description of claim elements or the use of “negative” limitations. Terms such as “preferably,” “desirable,” “prefer,” “optionally,” “may,” and similar terms are used to indicate that the item, condition, or step mentioned is an optional (not essential) feature of the invention.

[0040] The singular forms “a,” “an,” and “the” include the plural form unless the context explicitly indicates otherwise. The term “and / or” means any one of the items to which the term relates, any combination of items, or all of the items. The phrase “one or more” is immediately understood by those skilled in the art, especially when read in the context of its use.

[0041] The term “about” may refer to a variation of ±5%, ±10%, ±20%, or ±25% of the specified value. For example, “about 50” percent may have a variation of 45–55 percent in some embodiments. For integer ranges, the term “about” may include one or two integers that are greater than and / or less than the stated integer at each end of the range. Unless otherwise indicated herein, the term “about” is intended to include values ​​and ranges close to the stated range that are equivalent in terms of composition or function of the embodiment.

[0042] As will be understood by those skilled in the art, for all purposes, and especially in providing written descriptions, all ranges described herein also encompass all possible subranges and combinations thereof, as well as the individual values ​​(in particular integer values) that constitute the ranges. The ranges described include each specific value, integer, decimal, or identity element within the range. Any enumerated range can be readily recognized as fully explaining and enabling that the same range can be decomposed into at least half, one-third, one-quarter, one-fifth, or one-tenth. As a non-limiting example, each range described herein can be readily decomposed into a lower third, a middle third, and an upper third, and so on.

[0043] Furthermore, as will be understood by those skilled in the art, all terms such as “up to,” “at least,” “greater than,” “less than,” “more than,” and “greater than” include the stated number, and such terms refer to a range that can later be broken down into subranges as described above. Similarly, all proportions described herein also include all subranges belonging to the broader proportions.

[0044] In embodiments, the various components of the hinge may be manufactured using various manufacturing methods such as stamping, forging, and casting. In embodiments, the various components of the hinge may be made from various types of materials such as metal and plastic. In some embodiments, a lubricant or a lubricant-impregnated material may be used.

[0045] Those skilled in the art will understand that there are further possible alternative implementations and modifications, and that the above examples describe only one or more implementations. The scope should therefore be limited only by the attached claims.

Claims

1. A drag reduction system for automotive rear wing assembly, which includes: It has a first fixed aerodynamic wing; It has a second rotatable aerodynamic wing; At least one support column, having the aforementioned at least one support column mounted on the vehicle at its front end; At least one of the aforementioned struts is fixedly connected at its rear end to the first fixed aerodynamic wing and rotatably connected to the second rotatable aerodynamic wing; and, The actuator is enclosed within at least one of the aforementioned support columns, and the actuator is adapted to move the second rotatable aerodynamic wing to a reduced drag orientation while biasing an energy storage device, and to return the second rotatable aerodynamic wing to an increased drag orientation by releasing stored energy from the energy storage device. The aforementioned rear wing assembly drag reduction system for automobiles.

2. The actuator is a hydraulic actuator; The energy storage device is a return spring; The first fixed aerodynamic wing is a lower wing, and the second rotatable aerodynamic wing is an upper wing; The lower wing extends laterally and is fixed at each of its lateral ends to one of two vertical side plates; The upper wing extends laterally and is rotatably connected at each of its lateral ends to one of the two vertical side plates; The upper wing is mounted above the lower wing and at least partially aft of the lower wing; At least one of the aforementioned support columns is fixedly connected to the rear of the vehicle at its front end and extends rearward; The hydraulic actuator is pivotally connected at its front end to at least one of the support columns, and pivotally connected at its rear end to the first corner of a substantially triangular rocker arm; The second corner of the rocker arm is pivotally connected to at least one support column behind the rear end of the hydraulic actuator; The third corner of the rocker arm is pivotally connected to the connecting link; and, The connecting link is connected to the leading edge of the upper wing; The retraction of the hydraulic actuator causes the upper aerodynamic wing to rotate toward a position with further reduced horizontal drag, and the extension of the hydraulic actuator causes the upper aerodynamic wing to rotate toward a position with further increased vertical drag. The drag reduction system for an automobile rear wing assembly according to claim 1.

3. The drag reduction system for an automotive rear wing assembly according to claim 3, wherein the hydraulic actuator piston retracts when supplied with hydraulic fluid and extends under pressure from the return spring.

4. The drag reduction system for an automobile rear wing assembly according to claim 2 or 3, wherein the return spring is a coil spring.

5. The drag reduction system for an automotive rear wing assembly according to any one of claims 2 to 4, wherein the system includes a first drag reduction stop and a first microswitch, the first microswitch indicating that the hydraulic actuator has stopped retracting when it is contacted by a first portion of the rocker arm when it reaches a fully drag-reduced position.

6. The drag reduction system for an automotive rear wing assembly according to claim 5, wherein the system includes a second drag reduction stop and a second microswitch, the second microswitch indicating that the hydraulic actuator has stopped extending when it is contacted by a second portion of the rocker arm when it reaches the minimum drag reduction position.

7. The drag reduction system for an automotive rear wing assembly according to any one of claims 3 to 6, wherein the system includes a hydraulic line for supplying the hydraulic fluid from a reservoir to the hydraulic actuator while the hydraulic actuator piston is retracting, and for returning the hydraulic fluid from the hydraulic actuator to the reservoir while the hydraulic actuator piston is extending.

8. The rear wing assembly drag reduction system for an automobile according to any one of claims 1 to 7, wherein at least one of the support columns branches at its rear end into an upper fork rotatably connected to the second rotatable aerodynamic wing and a lower fork fixedly connected to the first fixed aerodynamic wing.

9. The drag reduction system for an automotive rear wing assembly according to any one of claims 1 to 8, wherein the actuator is not visible when at least one of the aforementioned support columns is opaque.

10. The drag reduction system for an automobile rear wing assembly according to any one of claims 1 to 9, wherein at least one of the aforementioned support columns has a second support column.

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