Automotive rear wing assembly drag reduction system

Abstract

Herein described are automotive rear wing assembly drag reduction systems. According to some embodiments, the described systems comprise a first fixed aerodynamic wing, a second rotatable aerodynamic wing, at least one stanchion mounted to a vehicle at a fore end of the at least one stanchion and an actuator enclosed within the at least one stanchion. The at least one stanchion, at an aft end, 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 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.

Description

AUTOMOTIVE REAR WING ASSEMBLY DRAG REDUCTION SYSTEMCROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The present application claims priority from United States Provisional Patent Application Number 63 / 538,988 filed on September 18, 2023, the contents being incorporated herein by reference.TECHNICAL FIELD

[0002] This disclosure relates to drag reduction systems for automotive vehicles, and more particularly to an automotive rear wing assembly drag reduction system.BACKGROUND

[0003] The use of added aerodynamic elements in automobiles is frequently beneficial, particularly when high speeds are involved. Such added aerodynamic elements may include spoilers, air foils, and the like. For example, in Fl motor racing, an aerodynamic drag reduction system (DRS) may take the form of driver-adjustable bodywork added to the rear of a vehicle. Vehicles intended for road use, but which may also be used on racetracks, may also benefit from such systems. The aim of this DRS is to reduce aerodynamic drag to increase top speed and promote the ability to overtake other vehicles when appropriate. It is also preferable for the DRS to be configured to return to a higher drag orientation with increased down forces, when appropriate. This higher drag orientation generally provides a safer vehicle dynamic state.

[0004] A typical DRS comprises two vertically offset aerodynamic wings mounted between vertical side plates. In the high downforce orientation both wings generate the desired down force but also significant drag. Typically, an upper wing rotatably mounted somewhat aft of a lower wing on the vehicle is actuated to rotate from a more vertical orientation to a more horizontal orientation to reduce drag of the overall wing assembly when desired. The actuator then can rotate the upper wing back to its original more vertical position to again increase down force when required. The more vertical position will also increase drag. One problem with certain of such existing systems is the use of exposed actuators to control this movement. Such configurations are generally not aesthetically pleasing, particularly for road vehicles, and expose the actuator to weather elements, dust, debris and the like, which can cause damage, wear and potential failure. In addition, in the Fl context, typically a third pylonis required for actuation apart from the two vertical side plates fastened to the vehicle which hold the wing at its lateral extremities. We have developed solutions to some of these problems.SUMMARY

[0005] In a principal aspect, an automotive rear wing assembly drag reduction system comprises a first fixed aerodynamic wing, a second aerodynamic wing, at least one stanchion mounted to a vehicle at a fore end of the at least one stanchion and an actuator enclosed within the at least one stanchion. The at least one stanchion, at an aft end, is fixedly connected to the first fixed aerodynamic wing and is rotatably connected to the second rotatable aerodynamic wing. 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 downforce and associated drag orientation by releasing stored energy from the energy storage device.

[0006] In a further aspect, 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 and at least partially rearwardly of the lower wing, the at least one stanchion is fixedly connected to the rear of the vehicle at a fore end of the at least one stanchion and extends aft and the hydraulic actuator is pivotally connected at its fore end to the at least one stanchion and is pivotally connected at its aft end to a first comer of a generally triangular rocker arm. A second comer of the rocker arm is pivotally connected to the at least one stanchion aft of the aft end of the hydraulic actuator. A third comer of the rocker arm is pivotally connected to a connecting link. The connecting link is connected to a forward edge of the upper wing. Retraction of the hydraulic actuator causes the upper aerodynamic wing to rotate towards a more horizontal reduced drag position and extension of the hydraulic actuator causes the upper aerodynamic wing to rotate towards a more vertical increased downforce and associated drag position.

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

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

[0009] In a further aspect, the system includes a first drag reduction stop and a first microswitch to signal that the hydraulic actuator has stopped retracting when contacted by a first portion of the rocker arm when the full drag reduction position is reached.

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

[0011] In a further aspect, the system includes a hydraulic line to supply the hydraulic fluid from a reservoir to the hydraulic actuator during retraction of the hydraulic actuator piston and to return the hydraulic fluid from the hydraulic actuator to the reservoir during extension of the hydraulic actuator piston.

[0012] In a further aspect, the at least one stanchion is forked at an aft end with an upper fork rotatably connected to the second rotatable aerodynamic wing and a lower fork fixedly connected to the first fixed aerodynamic wing.

[0013] In a further aspect, the actuator is enclosed or contained within the stanchion is essentially hidden from view when the stanchion is opaque, which protects the actuator from the environment and is aesthetically pleasing. The stanchion may be made of carbon fiber or other suitable material.

[0014] In a further aspect, the system comprises at least two stanchions and the associated mechanisms. Two or more stanchions may provide greater stability.

[0015] Further aspects of the invention will be apparent from the following description and explanations.BRIEF DESCRIPTION OF THE DRAWINGS

[0016] For a better understanding of the various embodiments described herein and to show more clearly how they may be carried into effect, reference will now be made, by way of example only, to the accompanying drawings in which:

[0017] FIG. 1 depicts an automotive rear wing assembly drag reduction system absent a stanchion cover, according to non-limiting embodiments;

[0018] FIG. 2A depicts an automotive rear wing assembly drag reduction system in an “Off’ configuration, according to non-limiting embodiments;

[0019] FIG. 2B depicts the automotive rear wing assembly drag reduction system of FIG. 1 in an “Off’ configuration, according to non-limiting embodiments;

[0020] FIG. 3A depicts an automotive rear wing assembly drag reduction system in an “On” configuration, according to non-limiting embodiments;

[0021] FIG. 3B depicts the automotive rear wing assembly drag reduction system of FIG. 1 in an “On” configuration, according to non-limiting embodiments;

[0022] FIGS. 4A and 4B depict cross-section views of the automotive rear wing assembly drag reduction system of FIG. 1 in “On” and “Off’ configurations, according to nonlimiting embodiments;

[0023] FIGS. 5 A and 5B depict cross-sectional views of the automotive rear wing assembly drag reduction system of FIG. 1 in “On” and “Off’ configurations, exposing certain features, according to non-limiting embodiments;

[0024] FIG. 6 depicts an enlarged view of a rocker arm and surrounding components of the automotive rear wing assembly drag reduction system of FIG. 1, according to non-limiting embodiments;

[0025] FIG. 7 depicts a cross-sectional view of the automotive rear wing assembly drag reduction system of FIG. 1 in an “On” position and the rocker arm in a first position;

[0026] FIG. 8 depicts a cross-sectional view of the automotive rear wing assembly drag reduction system in an “Off’ position and the rocker arm in a second position;

[0027] FIG. 9 depicts an automotive rear wing assembly drag reduction system, according to another set of non-limiting embodiments; and

[0028] FIG. 10 depicts a vehicle having an automotive rear wing assembly drag reduction system, according to non-limiting embodiments.

[0029] The embodiments, examples and alternatives of the preceding paragraphs, the claims, or the following description and drawings, including any of their various aspects or respective individual features, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible.DETAILED DESCRIPTION

[0030] A DRS contains an actuator within a rear stanchion and thus exposes only minimal linkages. As normal, the lower wing element is fixed at its lateral ends to side plateswhich are, however, separate from the vehicle. The side plates do not function as stanchions to support the wing elements but rather as lateral means to maintain the lower wing element in a fixed orientation while allowing the upper wing element to rotate. The upper wing element is pivotably mounted to the side plates. A pair of stanchions extending from the vehicle are attached to the wings. Each stanchion is preferably forked at its aft end, although an upper fork may be eliminated as long as there is a connection to each wing. A lower fork of the stanchion is fixed to the lower wing. An upper fork of the stanchion is rotatably attached to the upper wing. The upper wing element is actuated by hydraulic actuators enclosed within the stanchions, although other forms of actuator may be used, such as pneumatic actuators. When the DRS is in an “Off’ configuration, the upper wing and the lower wing are arranged so that together they form a rear wing assembly with a high combined angle of attack, and thus a relatively high down force. By contrast, when the DRS is in an “On” configuration, the angle of attack is minimized, and thus the down force and drag are reduced.

[0031] Each stanchion encloses a hydraulic actuator. Each actuator is rotatably attached at its fore end to the stanchion. At its aft end, each actuator is rotatably connected to one comer of a rocker arm which is beneficially basically triangular in form. A second comer of the rocker arm is rotatably connected to the stanchion distal from the attachment of the actuator at its fore end to the stanchion. A third comer of the rocker arm, which lies further aft than the second comer when the system is in the “Off’ configuration, is rotatably connected to a connecting link which is in turn fixedly connected to a lower edge of the upper wing. The actuator is provided with a coil spring return to return the actuator piston to an extended position from a retracted position. This actuator piston extension and retraction may be described as an extension phase and a retraction phase.

[0032] When it is desired to place the system in the “On” configuration, hydraulic fluid is pumped into an aft chamber of the actuator which causes the piston to retract in the fore direction. The retraction pulls the rocker arm fore at the first comer causing the rocker arm to rotate at the second comer. That causes the rocker arm to lift at the third comer along with the connecting link rotatably attached to the rocker arm at the third comer. The rising connecting link causes a lower edge of the upper wing to which the connecting link is fixed to rotate inwardly (towards the vehicle) towards a more horizontal position. When the rocker arm contacts a first stop, the fully “On” low drag configuration has been reached. As long as hydraulic pressure is maintained, the system remains in the “On” configuration.

[0033] To reverse the process, a valve is opened to permit hydraulic fluid to flow from the first chamber back to a reservoir. Pressure from the compressed spring urges the piston aft to its original extended position. When the rocker arm contacts a second stop, the fully “Off’ higher drag configuration has been reached.

[0034] Each of the first stop and the second stop may be associated with a microswitch to electronically confirm that the respective “On” or “Off’ configuration has been reached.

[0035] It is important for vehicle and passenger safety that the wings are not unintentionally locked in the “On” configuration which is inherently less stable than the “Off’ configuration. Accordingly, it is preferable that hydraulic fluid be supplied to, and withdrawn from, only one chamber of the hydraulic actuator rather than being supplied to and withdrawn from chambers on both sides of the piston, as in a typical cylindrical actuator. Any hydraulic fluid which does reach the empty chamber can be drained off to the hydraulic fluid reservoir using a bleed line or similar arrangement. Thus, since there is no hydraulic pressure to push the actuator piston in this extension phase, only the coil spring urges the piston back to its extended position. This is important in the case of loss of electrical power to the hydraulic fluid pump and valves since the spring automatically returns the DRS to its more stable “Off’ position without risk of the system being stuck in the less stable “On” configuration.

[0036] Although the preferred rocker arm is described as essentially triangular, other rocker arm configurations are possible to achieve the same result. In addition, although the preferred spring is described as a coil spring, other spring configurations, such as an elastomeric material (e.g., a synthetic organic material, such as a thermoplastic, or a synthetic rubber-like material), are possible. For example, according to some embodiments, the spring may include torsion springs, extension springs and compression springs, or any suitable combination thereof. However, any suitable spring configuration is contemplated.

[0037] Attention is directed to FIG. 1 which depicts an automotive rear wing assembly drag reduction system 100, according to non-limiting embodiments. Drag reduction system 100 comprises a first fixed aerodynamic wing 102, a second rotatable aerodynamic wing 104, at least one stanchion 106 mounted to a vehicle 162 at a fore (F) end 164 of the at least one stanchion and an actuator 108 mounted within the at least one stanchion 106. The at least one stanchion 106 is fixedly connected at an aft (A) end 110 to the first aerodynamic wing 102 and is rotatably connected to the second aerodynamic wing 104. The actuator 108 isenclosed within the at least one stanchion 106 and is adapted to move the second aerodynamic wing 104 to a reduced drag (or more horizontal) orientation (FIGS. 3 A and 3B) while biasing an energy storage device and to return the second aerodynamic wing 104 to an increased drag (or more vertical) orientation (FIGS. 2A and 2B) by releasing stored energy from the energy storage device. According to some embodiments, the energy storage device is a return spring or other biasing means, such as return spring 112. It is understood that any suitable means of biasing hydraulic actuator 108 to an increased drag orientation is contemplated. For example, an elastomeric material, such as a synthetic organic material (e.g., a thermoplastic) or a synthetic rubber-like material, may be employed. Actuation of actuator 108 may be automatic or user initiated. For example, according to some embodiments, the automotive rear wing assembly drag reduction system may be deployed by the vehicle central controller based on a driver selected mode, along with other inputs (such as vehicle speed, steering angle, throttle position, brake application and lateral acceleration of the vehicle).

[0038] According to some embodiments, the first fixed aerodynamic wing 102 is a lower aerodynamic wing extending laterally and fixed at each of its lateral ends, such as lateral ends 114, to two vertical side plates, such as vertical side plates 116. The second rotatable aerodynamic wing 104 is an upper aerodynamic wing that extends laterally and is rotatably connected at each of its lateral ends, such as lateral ends 118, to one of the two vertical side plates 116 via, for example, pivotal connections 136. The upper aerodynamic wing (i.e., second rotatable aerodynamic wing 104) is mounted above and at least partially rearwardly of the lower aerodynamic wing (i.e., first fixed aerodynamic wing 102).

[0039] The at least one stanchion 106 is fixedly connected to the rear of the vehicle 162 at its fore end 164 and extends aft. The at least one stanchion 106 is fixedly connected to the lower aerodynamic wing (i.e., first fixed aerodynamic wing 102) and is rotatably connected to the upper aerodynamic wing (i.e., first rotatable aerodynamic wing 104).

[0040] As noted above, the actuator 108 is enclosed within the at least one stanchion 106, concealing it from view and protecting the mechanism from external dirt and debris. The actuator 108 is pivotally connected to the stanchion 106 at its fore end 134 and is pivotally connected at its aft end, end 120, to a first comer 122 of a generally triangular rocker arm 124 (see also FIG. 6). A second comer 126 of rocker arm 124 is pivotally connected to the at least one stanchion 106. A third comer 128 of the rocker arm 124 is pivotally connected to a connecting link 130, which is connected to a forward edge 132 of the second aerodynamicwing. Any suitable means of pivotal connection is contemplated. For example, the second comer 126 may be pivotally connected to the stanchion 106 using a pin and bushing.

[0041] According to some embodiments, actuator 108 is ahydraulic actuator, hence actuator 108 may also be referred to herein as hydraulic actuator 108. Retraction and extension of the hydraulic actuator 108 causes the second aerodynamic wing to change positions relative to the first aerodynamic wing. For example, retraction of hydraulic actuator 108 may cause the second aerodynamic wing to rotate towards a more horizontal reduced drag position (FIG. 4B) and extension of the hydraulic actuator 108 may cause the second aerodynamic wing to rotate back towards a more vertical increased drag position (FIG. 4A). According to some embodiments, the automotive rear wing assembly drag reduction system 100 further comprises a hydraulic line 138. Hydraulic line 138 is fluidly connected to a reservoir, such as reservoir 140 (FIG. 1). According to some embodiments, hydraulic line 138 is configured to supply hydraulic fluid from the reservoir 140 to the hydraulic actuator 108 during retraction of the actuator piston 142 (FIGS. 4B and 5B) and to return hydraulic fluid from the hydraulic actuator 108 to the reservoir 140 during extension of the actuator piston 142 (FIGS. 4A and 5 A).

[0042] As noted above, the automotive rear wing assembly drag reduction system 100 comprises an energy storage device, such as return spring 112 or other means to bias the hydraulic actuator to an extended, safer “Off’ position (FIG. 4A), such that the hydraulic actuator piston 142 retracts when supplied with hydraulic fluid and the hydraulic actuator piston 142 extends under pressure from the energy storage device. According to some embodiments, the return spring 112 acts as a secondary means to aid in the default positioning of the second aerodynamic wing 104 to the safer, higher combined angle of attack (AO A) configuration. For example, if the hydraulic pressure fails, the energy storage device (e.g., return spring 112) pushes the upper aerodynamic wing (i.e., first rotatable aerodynamic wing 104) into the higher downforce, “Off’ position.

[0043] According to some embodiments, automotive rear wing assembly drag reduction system 100 comprises features that provides performance feedback to a vehicle central controller (not shown). Such feedback may be helpful in initiating certain vehicle safety features, like vehicle speed reduction. For example, according to some embodiments, the automotive rear wing assembly drag reduction system 100 further comprises a first drag reduction stop 144 and a first microswitch 146 to signal to the vehicle central controller or other suitable control means that the hydraulic actuator 108 has stopped retracting whencontacted by a first portion 148 of the rocker arm 124 when the full drag reduction position is reached (FIG. 7). According to some embodiments, the automotive rear wing assembly drag reduction system 100 comprises a second drag reduction stop 150 and a second microswitch 152 to signal to the vehicle central controller or other suitable control means that the hydraulic actuator 108 has stopped extending when contacted by a second portion 154 of the rocker arm 124 when the minimum drag reduction position is reached (FIG. 8). Microswitches 146 and 152 send signals to the vehicle central controller indicative of the position or state of the first and second aerodynamic wings. As noted above, further vehicle modifications may be initiated in response to such signals, such as a change in vehicle speed. According to some embodiments, automotive rear wing assembly drag reduction system 100 comprises both first and second drag reduction stops 144 and 150 and both first and second microswitches 146 and 152. However, according to some embodiments, the automotive rear wing assembly drag reduction system 100 comprises either first drag reduction stop 144 and first microswitch 146 or second drag reduction stop 150 and second microswitch 152.

[0044] V arious configurations of the automotive rear wing assembly drag reduction system 100 are contemplated. As shown in FIGS. 1 to 8, the stanchion 106 may be forked at the aft end with an upper fork 156 and a lower fork 160. The upper fork 156 is rotatably connected to the second aerodynamic wing 104 (also referred to herein as the upper aerodynamic wing) using, for example, pivot pin 158. The lower fork 160 is fixedly connected to the first aerodynamic wing 102 (also referred to herein as the lower aerodynamic wing). However, according to some embodiments, automotive rear wing assembly drag reduction system 100 is absent upper fork 156 such that the second aerodynamic wing 104 is supported by connecting link 130 and pivotal connection 136 (shown in FIG. 9 as automotive rear wing assembly drag reduction system 200). Such an arrangement may reduce mechanical complexity and weight.

[0045] According to some embodiments, automotive rear wing assembly drag reduction system 100 comprises more than one stanchion and associated mechanisms. For example, automotive rear wing assembly drag reduction system 100 may comprise at least two stanchions, such as stanchion 106A and stanchion 106B (shown in FIGS. 2A and 3A). Stanchions 106A and 106B are similarly configured to the at least one stanchion 106 with the accompanying devices and mechanisms (such as hydraulic actuator 108 and connecting link130). According to some embodiments, stanchion 106A is the mirror configuration of stanchion 106B.

[0046] It will also be understood that for the purposes of this application, "at least one of X, Y, and Z" or "one or more of X, Y, and Z" language can be construed 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).

[0047] In the present application, components may be described as being "configured to" or "enabled to" perform one or more functions. Generally, it is understood that a component that is configured to or enabled to perform a function is configured to or enabled to perform the function, or is suitable for performing the function, or is adapted to perform the function, or is operable to perform the function, or is otherwise capable of performing the function.

[0048] Additionally, components in the present application may be described as being "operatively connected to", "operatively coupled to", and the like, to other components. It is understood that such components are connected or coupled to each other in a manner to perform a certain function. It is also understood that "connections", "coupling" and the like, as recited in the present application include direct and indirect connections between components.

[0049] References in the application to "one embodiment", "an embodiment", "an implementation", "a variant", etc., indicate that the embodiment, implementation or variant described may include a particular aspect, feature, structure, or characteristic, but not every embodiment, implementation or variant necessarily includes that aspect, feature, structure, or characteristic. Moreover, such phrases may, but do not necessarily, refer to the same embodiment referred to in other portions of the specification. Further, when a particular aspect, feature, structure, or characteristic is described in connection with an embodiment, it is within the knowledge of one skilled in the art to affect or connect such module, aspect, feature, structure, or characteristic with other embodiments, whether or not explicitly described. In other words, any module, element or feature may be combined with any other element or feature in different embodiments, unless there is an obvious or inherent incompatibility, or it is specifically excluded.

[0050] It is further noted that the claims may be drafted to exclude any optional element. As such, this statement is intended to serve as antecedent basis for the use of exclusive terminology, such as "solely", "only", and the like, in connection with the recitation of claimelements or use of a "negative" limitation. The terms "preferably", "preferred", "prefer", "optionally", "may", and similar terms are used to indicate that an item, condition or step being referred to is an optional (not required) feature of the invention.

[0051] The singular forms "a", "an", and "the" include the plural reference unless the context clearly dictates otherwise. The term "and / or" means any one of the items, any combination of the items, or all of the items with which this term is associated. The phrase "one or more" is readily understood by one of skill in the art, particularly when read in context of its usage.

[0052] The term "about" can refer to a variation of± 5%, ± 10%, ± 20%, or± 25% of the value specified. For example, "about 50" percent can in some embodiments carry a variation from 45 to 55 percent. For integer ranges, the term "about" can include one or two integers greater than and / or less than a recited integer at each end of the range. Unless indicated otherwise herein, the term "about" is intended to include values and ranges proximate to the recited range that are equivalent in terms of the functionality of the composition, or the embodiment.

[0053] As will be understood by one skilled in the art, for any and all purposes, particularly in terms of providing a written description, all ranges recited herein also encompass any and all possible sub-ranges and combinations of sub-ranges thereof, as well as the individual values making up the range, particularly integer values. A recited range includes each specific value, integer, decimal, or identity within the range. Any listed range can be easily recognized as sufficiently describing and enabling the same range being broken down into at least equal halves, thirds, quarters, fifths, or tenths. As a non-limiting example, each range discussed herein can be readily broken down into a lower third, middle third and upper third, etc.

[0054] As will also be understood by one skilled in the art, all language such as "up to", "at least", "greater than", "less than", "more than", "or more", and the like, include the number recited and such terms refer to ranges that can be subsequently broken down into subranges as discussed above. In the same manner, all ratios recited herein also include all subratios falling within the broader ratio.

[0055] 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 fabricated from various types of materials, suchas metal and plastic. In some embodiments, a lubricant or a material with impregnated lubricant may be used.

[0056] Persons skilled in the art will appreciate that there are yet more alternative implementations and modifications possible, and that the above examples are only illustrations of one or more implementations. The scope, therefore, is only to be limited by the claims appended hereto.

Claims

CLAIMS1. An automotive rear wing assembly drag reduction system comprising: a first fixed aerodynamic wing; a second rotatable aerodynamic wing; at least one stanchion mounted to a vehicle at a fore end of the at least one stanchion; the at least one stanchion, at an aft end, fixedly connected to the first fixed aerodynamic wing and rotatably connected to the second rotatable aerodynamic wing; and an actuator enclosed within the at least one stanchion 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.

2. The automotive rear wing assembly drag reduction system of claim 1, wherein: 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 and at least partially rearwardly of the lower wing; the at least one stanchion is fixedly connected to the rear of a vehicle at a fore end of the at least one stanchion and extends aft; the hydraulic actuator is pivotally connected at its fore end to the at least one stanchion and is pivotally connected at its aft end to a first comer of a generally triangular rocker arm; a second comer of the rocker arm is pivotally connected to the at least one stanchion aft of the aft end of the hydraulic actuator; a third comer of the rocker arm is pivotally connected to a connecting link; andthe connecting link is connected to a forward edge of the upper wing; such that retraction of the hydraulic actuator causes the upper aerodynamic wing to rotate towards a more horizontal reduced drag position and extension of the hydraulic actuator causes the upper aerodynamic wing to rotate towards a more vertical increased drag position.

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

4. The automotive rear wing assembly drag reduction system of either claim 2 or claim 3, wherein the return spring is a coil spring.

5. The automotive rear wing assembly drag reduction system of any one of claims 2 to 4, wherein: the system includes a first drag reduction stop and a first microswitch to signal that the hydraulic actuator has stopped retracting when contacted by a first portion of the rocker arm when the full drag reduction position is reached.

6. The automotive rear wing assembly drag reduction system of claim 5, wherein: the system includes a second drag reduction stop and a second microswitch which signals that the hydraulic actuator has stopped extending when contacted by a second portion of the rocker arm when the minimum drag reduction position is reached.

7. The automotive rear wing assembly drag reduction system of any one of claims 3 to 6, wherein: the system includes a hydraulic line to supply the hydraulic fluid from a reservoir to the hydraulic actuator during retraction of the hydraulic actuator piston and to return the hydraulic fluid from the hydraulic actuator to the reservoir during extension of the hydraulic actuator piston.

8. The automotive rear wing assembly drag reduction system of any one of claims 1 to 7, wherein: the at least one stanchion is forked at the aft end with 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 automotive rear wing assembly drag reduction system of any one of claims 1 to 8, wherein the actuator is hidden from view when the at least one stanchion is opaque.

10. The automotive rear wing assembly drag reduction system of any one of claims 1 to 9 wherein: the at least one stanchion comprises a second stanchion.

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