Adjustable drag modification system for a motor vehicle

Abstract

The invention relates to a system comprising a spoiler (4) and a device (5) for mounting the spoiler, comprising at least one linkage (17, 18), a tilt adjustment actuator (19) connected to a tilt adjustment bar (23) of the linkage and a distance adjustment actuator (21) connected to a distance adjustment bar (24) of the linkage, the linkage (17, 18) comprising a deformable parallelogram formed by the tilt adjustment bar, the distance adjustment bar, a support bar (25) opposite the tilt adjustment bar and a link bar (26) opposite the distance adjustment bar, the spoiler (4) being fixed to the support bar, the tilt adjustment bar and the distance adjustment bar each being pivotably mounted on the frame (2), the joint (30) between the tilt adjustment bar and the link bar being free.

Description

[0001] DESCRIPTION

[0002] TITLE: Adaptable Drag Modification System for Automotive Vehicles

[0003] technical field

[0004] The present invention relates in general to the optimization of aerodynamic drag generated by motor vehicles and more particularly to adaptable drag modification systems for such optimization, as well as to motor vehicles equipped with such systems.

[0005] Vehicle fuel consumption and range depend on several factors, including aerodynamic drag, which becomes predominant at high speeds. The resistance to forward motion induced by aerodynamics varies with the cube of the speed. Therefore, a key objective, especially for electric vehicles, is to minimize aerodynamic drag, both during homologation cycles and under normal operating conditions.

[0006] Furthermore, for sports vehicles, sporting performance will depend on aerodynamic downforce (vertical forces) as well as optimized brake cooling.

[0007] A vehicle with optimized drag will always have positive lift, meaning it will lift upwards. Therefore, as the vehicle's speed increases, it experiences upward vertical forces that tend to reduce the stresses experienced by the tires and thus their lateral grip potential. Cornering at medium and high speeds will therefore be less efficient. The vehicle's high-speed stability will also be reduced.

[0008] Reducing lift or even creating aerodynamic downforce (vertical downward forces or negative lift) inevitably leads to an increase in drag.

[0009] This is why more and more car manufacturers, and in particular manufacturers of racing vehicles such as Formula 1 cars, are turning to active systems. The advantage of these active systems is the ability to optimize vehicle behavior in all circumstances, for example by reducing drag on roads and highways and increasing downforce at higher speeds or on the track.

[0010] Previous techniques

[0011] We know of active fin systems with multiple positions allowing optimization of either drag or lift.

[0012] US patent application US 2022 / 0371669 describes a motor vehicle equipped with an airflow guidance device featuring a fin. The device is adjustable to allow the fin to achieve a plurality of operating positions by adjusting the fin's inclination and its deployment height.

[0013] This device uses a relatively complex linkage and requires numerous actuators.

[0014] Description of the invention

[0015] The invention aims in particular to overcome the aforementioned drawbacks.

[0016] The invention proposes for this purpose an adaptable drag modification system for a motor vehicle, comprising a wing and a wing mounting device on a vehicle frame configured to hold the wing in a plurality of predetermined positions, the mounting device comprising at least one linkage formed of bars connected to each other by pivot joints, a tilt adjustment actuator connected to a tilt adjustment bar of the linkage and a distance adjustment actuator connected to a distance adjustment bar of the linkage, the system being configured to act on the tilt adjustment bar with the tilt adjustment actuator so as to move the linkage according to a first deformation mode acting on the tilt of the wing,and to act on the distance adjustment bar with the distance adjustment actuator so as to move the linkage according to a second mode of deformation acting on the distance between the wing and the frame, characterized in that said linkage comprises a deformable parallelogram formed by the tilt adjustment bar, the distance adjustment bar, a support bar opposite the tilt adjustment bar and a connecting bar opposite the distance adjustment bar, the wing being fixed to the support bar, the tilt adjustment bar and the distance adjustment bar each being pivotally articulated on the frame, the articulation between the tilt adjustment bar and the connecting bar being free.

[0017] Thanks to the deformable parallelogram, when the distance adjustment actuator acts on the distance adjustment bar and the tilt adjustment actuator keeps the tilt adjustment bar fixed, only the distance between the wing and the vehicle frame varies while the tilt of the wing relative to the frame remains fixed.

[0018] Similarly, when the tilt adjustment actuator acts on the tilt adjustment bar and the distance adjustment actuator keeps the distance adjustment bar fixed, only the tilt of the wing relative to the vehicle frame varies while the distance between the wing and the frame remains fixed.

[0019] In other words, it is possible to independently adjust the tilt of the fin and its distance from the frame.

[0020] This offers numerous combinations of inclination and distance of the fin from the frame, so that the system becomes advantageously adaptable to multiple situations.

[0021] Furthermore, only one actuator needs to be activated if you wish to modify only the fin's angle or only its distance from the frame. The system is therefore responsive and economical.

[0022] Moreover, the structure of the deformable parallelogram, which comprises only four bars, is simple, compact and economical.

[0023] According to another feature, the linkage comprises a pivot bearing and a pivot shaft rotatably mounted on the pivot bearing, the pivot bearing being integral with the tilt adjustment bar, the pivot shaft being integral with the distance adjustment bar, the distance adjustment actuator comprising a base connected to the frame and an output shaft movable in rotation relative to the base, the mounting device comprising a transmission shaft connecting the output shaft to the pivot shaft.

[0024] According to yet another feature, the linkage further comprises a lever extending transversely from the tilt adjustment bar, the tilt adjustment actuator comprising a base connected to the frame and an output arm movable in translation relative to the base, the mounting device comprising a connecting shaft linking the output arm to the lever.

[0025] For example, the linkage includes a pivot bearing and a pivot shaft rotatably mounted on the pivot bearing, the pivot bearing being integral with the tilt adjustment bar, the pivot shaft being integral with the distance adjustment bar, the linkage further including a fixing bearing integral with the frame, the pivot shaft being further rotatably mounted on the fixing bearing.

[0026] In addition, the distance adjustment bar and the link bar each have a gooseneck shape, the vehicle frame has a housing configured to receive the mounting device, the system having at least one deployed configuration in which the distance adjustment bar and the link bar each straddle a wall delimiting the housing.

[0027] Advantageously, the support bar has a clevis integrated into a body of the fin and delimiting, for the distance adjustment bar and / or for the link bar, a corresponding slot configured to allow the passage of the distance adjustment bar and / or the link bar from the underside of the body to the top of the body.

[0028] According to another characteristic, the aileron has a wing-shaped body having a leading edge, a trailing edge opposite the leading edge, an upper surface facing downwards and an upper surface facing upwards, the upper and lower surfaces each connecting the leading edge to the trailing edge, the system having at least a first configuration in which the aileron is located away from the frame and delimits a passage for air between its upper surface and the frame, and a second configuration in which the leading edge of the aileron is located in the immediate vicinity of the frame, with its lower surface extending substantially in line with the upper surface of the frame, so as to form a spoiler.

[0029] Advantageously, the mounting device includes a first linkage and a second linkage, the transmission shaft connecting the articulation shafts of the first and second linkages, and the connecting shaft connecting the levers of the first and second linkages.

[0030] In addition, the mounting device includes a first linkage and a second linkage, the transmission shaft connecting the articulation shafts of the first and second linkages, the mounting device comprising a first and a second tilt adjustment actuator each having a base connected to the frame and an output arm movable in translation relative to the base, the mounting device comprising a first connecting shaft connecting the output arm of the first actuator to the lever of the first linkage, and a second connecting shaft connecting the output arm of the second actuator to the lever of the second linkage, the fin being in two distinct parts fixed respectively to the first and second linkages.

[0031] According to another feature, the system includes a control device for the distance and tilt adjustment actuators, equipped with a human-machine interface. An activation element of this interface is positioned in the immediate vicinity of the driver. The control device is advantageously configured to adjust the wing's tilt to an angle of attack that, for example, minimizes aerodynamic drag when the activation element is actuated. Furthermore, a second activation element, which can also be positioned in the immediate vicinity of the driver, is used to position the wing in at least one other position desired by the driver in order to modify the vehicle's behavior in response to the aerodynamic forces to which it will be subjected.

[0032] The invention also relates to a motor vehicle equipped with an adaptable drag modification system as defined above.

[0033] Brief description of the drawings

[0034] Other purposes, advantages, and features will become apparent from the following description, given purely for illustrative purposes and with reference to the accompanying drawings, in which: [Fig. 1] is a side elevation view of the rear of a motor vehicle equipped with a drag modification system according to the invention; [Fig. 2] is a perspective and top view of a portion of this rear, with a cover panel omitted to make the system's mounting device visible; [Fig. 3] is an enlargement of Figure 2 showing in greater detail a linkage of the mounting device; [Fig. 4] is an enlargement of Figure 2 showing in greater detail a support bar for the linkage; [Fig. 5] illustrates different combinations of inclination and position for the wing; [Fig. 6] is a view similar to Figure 1 in which the system deploys the wing to form a spoiler;and [Fig 7] illustrates a variant of the system in which the fin is in two parts.

[0035] For the purposes of the description, we will refer to a direct orthonormal XYZ coordinate system classically used in automotive design, in which the X axis designates the front-to-back longitudinal direction of the vehicle, oriented towards the rear, the Y axis designates the transverse direction and is oriented towards the right of the vehicle, the Z axis designates the vertical direction, and is oriented upwards.

[0036] DETAILED DESCRIPTION

[0037] The motor vehicle 1 illustrated in figure 1 comprises a frame 2 and is equipped with a drag modification system 3 attached to the frame 2.

[0038] Vehicle 1 here has an internal combustion engine. Alternatively, the vehicle is electric or hybrid.

[0039] The drag modification system 3 fitted to the vehicle 1 includes a wing 4 and a mounting device 5 securing the wing 4 to the frame 2.

[0040] The frame 2 has a housing 6 configured to receive the mounting device 5. The housing 6 is delimited by a bottom wall 7 (figure 2), a cover 9 extending opposite the bottom wall 7, and a side wall 8 extending upwards from the bottom wall 7 to the cover 9.

[0041] The cover 9 is provided with longitudinal openings 1 1 intended for the passage of elements of the mounting device 5 linking the fin 4 to the frame 2.

[0042] The wing 4 comprises a wing-shaped body 12 having a leading edge 13, a trailing edge 14 opposite the leading edge 13, and an upper surface face 15 and an lower surface face 16 opposite each other and each connecting the leading edge 13 to the trailing edge 14.

[0043] The fin 4 is arranged with its leading edge 13 turned forward and its upper surface face 15 turned downward.

[0044] The length of wing 4 along the transverse direction Y is here approximately equal to the width of vehicle 1 along the same direction. Alternatively, the length of wing 4 is less.

[0045] With reference to figure 2, the mounting device 5 includes a first linkage 17 and a second linkage 18 each connecting the fin 4 to the frame 2, here more precisely to the part of the side wall 8 delimiting the rear side of the housing 6.

[0046] The linkages 17 and 18 are respectively arranged in the right and left parts of housing 6, here respectively near the right and left sides of housing 6.

[0047] Linkages 17 and 18 are identical and arranged symmetrically with respect to each other, so that in the present description the characteristics of one of the linkages are found mutatis mutandis in the other linkage.

[0048] As explained later in more detail, the mounting device 5 is configured so that the linkage 18 can move according to a first mode of deformation acting on the inclination of the fin 4, and according to a second mode of deformation acting, at least, on the distance between the fin 4 and the frame 2.

[0049] The combination of the first and second mode of deformation allows the system 3 to position the fin 4 in a plurality of predetermined positions, the mounting device 5 being further configured to hold the fin 4, i.e. to keep it fixed relative to the frame 2, in each of these predetermined positions.

[0050] The mounting device 5 further includes a tilt adjustment actuator 19 and a connecting shaft 20 linking the actuator 19 to the linkages 17 and 18. The connecting shaft 20 links the linkages 17 and 18 together.

[0051] The tilt adjustment actuator 19 comprises a base 36 and an output arm 37 movable in translation relative to the base 36. The base 36 is connected to the frame 2, here by being fixed to the bottom wall 7 of the housing 6, in particular via a structural element of the frame 2. The output arm 37 is connected to the connecting shaft 20, here by means of a pivot joint 39.

[0052] System 3 is configured to act with actuator 19, via connecting shaft 20, on linkages 17 and 18 so as to move them according to the first mode, thus allowing adjustment of the inclination of the fin 4 relative to the frame 2.

[0053] The mounting device 5 further includes a distance adjustment actuator 21 and a transmission shaft 22 connecting the actuator 21 to the linkages 17 and 18. The transmission shaft 22 connects the linkages 17 and 18 together.

[0054] The distance adjustment actuator 21 comprises a base 34 and an output shaft 35 which is movable in rotation relative to the base 34. The base 34 is connected to the frame 2 by being fixed here to the bottom wall 7 of the housing 6, in particular via a structural element of the frame 2. The output shaft 35 is connected to the transmission shaft 22, by being fixed therein.

[0055] System 3 is configured to act with actuator 21, via transmission shaft 22, on linkages 17 and 18 so as to move them according to the second mode, thus allowing adjustment of the distance between fin 4 and frame 2.

[0056] Referring to Figure 3, the linkage 18 comprises four bars connected by pivot joints so as to function as a deformable parallelogram. Movement of the linkages 17 and 18 causes a deformation of the parallelogram, resulting in different tilt and / or distance configurations of the wing 4 relative to the frame 2 on which the wing is movably mounted. The four bars are a tilt adjustment bar 23, a distance adjustment bar 24, a support bar 25 opposite the tilt adjustment bar 23, and a connecting bar 26 opposite the distance adjustment bar 24.

[0057] The four joints are a joint 29 between the tilt adjustment bar 23 and the distance adjustment bar 24, a joint 30 between the tilt adjustment bar 23 and the link bar 26, a joint 31 between the link bar 26 and the support bar 25, and a joint 32 between the support bar 25 and the distance adjustment bar 24.

[0058] The joint 29 includes a joint bearing 27 and a joint shaft (not visible) rotatably mounted on the joint bearing 27. The joint bearing 27 is fixed to the bar 23 while the joint shaft is fixed to the bar 24.

[0059] The linkage 18 further includes a mounting bearing 28, fixed to the frame 2. The shaft (not visible) of the joint 29 is also rotatably mounted on the mounting bearing 28. The joint 29 is thus secured to the frame 2 by the mounting bearing 28. In addition, the distance adjustment bar 24 and the tilt adjustment bar 23 are each pivotally articulated on the frame 2.

[0060] The fin 4 is fixed to the support bar 25. The joints 31 and 32 are thus secured to the fin 4.

[0061] The joint 30 is free, that is to say it is mobile, in particular, in relation to the frame 2 and the wing 4.

[0062] The linkage 18 further includes a lever 33 extending transversely from the tilt adjustment bar 23, here substantially following the plane of movement of the bar 23 when the linkage 18 deforms.

[0063] The lever 33 here has an L-shaped form whose branches extend respectively from joint 29 and joint 30 until they meet at the distal end of the lever 33, that is to say the end opposite the bar 23.

[0064] The lever 33 and the bar 23 are here made in one piece. The joint shaft 29 is connected to the transmission shaft 22 so as to be rotationally fixed to this shaft 22.

[0065] The distance adjustment bar 24, which is rotationally fixed to the shaft of the joint 29, is thus rotationally fixed to the transmission shaft 22 and the output shaft 35 of the actuator 21.

[0066] The system 3 is thus configured to rotate the bar 24 relative to the frame 2 with the actuator 21, this action on the bar 24 causing the deformation of the linkage 18 according to the second mode of deformation of the parallelogram.

[0067] The system 3 is further configured to hold the bar 24 in a fixed position relative to the frame 2 with the actuator 21.

[0068] The lever 33 of the tilt adjustment bar 23 is connected to the connecting shaft 20 at the distal end of the lever 33.

[0069] The tilt adjustment bar 23 is thus fixed to the movement of the connecting shaft 20 and the output arm 37 of the actuator 19.

[0070] The system 3 is thus configured to rotate the bar 23 relative to the frame 2 with the actuator 19, this action on the bar 23 causing the deformation of the linkage 18 according to the first mode of deformation of the parallelogram.

[0071] The system 3 is further configured to hold the bar 23 in a fixed position relative to the frame 2 with the actuator 19.

[0072] It should be noted that the deformable parallelogram configuration of the linkage 18 allows the orientations of the opposing bars to be maintained relative to each other. Thus, when the distance adjustment bar 24 pivots to adjust the distance between the wing 4 and the frame 2, if the orientation of the tilt adjustment bar 23 relative to the frame 2 remains fixed, then the orientation of the support bar 25 relative to the frame 2 also remains fixed and the tilt of the wing 4 does not change.

[0073] Similarly, when the tilt adjustment bar 23 pivots to adjust the tilt of the aileron 4 relative to the frame 2, if the orientation of the distance adjustment bar 24 relative to the frame 2 remains fixed, then the distance between the aileron 4 and the frame 2 also remains fixed. It should be noted that the trajectory of the aileron 4 relative to the frame 2 during the deformation according to the second mode is circular, the diameter of which is defined by the distance between the joints 29 and 32 at the ends of the distance adjustment bar 24. In this description, it is understood that the distance between the aileron 4 and the frame 2 is measured along this circular trajectory.It should also be noted that this trajectory does not only have a vertical component, but also a horizontal component following the front-to-back direction, and has a peak beyond which its vertical component (the height of the fin 4) decreases regardless of the direction in which the actuator 21 rotates the bar 24.

[0074] The distance adjustment bar 24 and the connecting bar 26 are each formed by a curved connecting rod, more precisely a gooseneck shape. For each bar 24 and 26, the concavity of the corresponding curved shape faces the direction towards which the fin 4 moves when its distance from the frame 2 increases.

[0075] The distance adjustment bar 24 and the connecting bar 26 move in respective planes offset from each other. These respective planes are offset along the transverse Y direction.

[0076] With reference to figure 4, on which we see the linkage 17, the body 12 of the fin 4 delimits a housing 41 in which the support bar 25 is received.

[0077] The housing 41 has successively, from the leading edge 13 to the trailing edge 14, a front section 45 and a rear section 46 which is transversely wider than the front section 45, so that the body 12 has two shoulders 47, located respectively on either side of the front section 45, at the junction between the front section 45 and the rear section 46.

[0078] The support bar 25 has a rear portion 48 of complementary shape to the rear section 46 of the housing 41, and a front portion 49 projecting into the front section 45 of the housing 41 and extending to the leading edge 13, which it forms.

[0079] The rear portion 48 of the support bar 45 has two shoulders 50, respectively located on either side of the front portion 49, each coming against a corresponding shoulder 47, the shoulders 47 and 50 thus participating in the immobilization along the longitudinal direction X of the support bar 25 relative to the wing 4.

[0080] The support bar 25 is here formed by a hinge clevis having a U-shaped body with a bottom 42, turned towards the trailing edge 14, and two branches 43 extending opposite each other from the bottom 42 to the leading edge 13.

[0081] Openings 40 intended to receive axes (not shown) of the joints 31 and 32 are provided in the branches 43 respectively near the bottom 42 and near the leading edge 13.

[0082] The branches 43 delimit between themselves and with the bottom 42 an internal slot 51 opening through the leading edge 13, the extrados face 15 and the intrados face 16 of the body 12.

[0083] The body 12, the branch 43 closest to the middle of the fin 4 and the corresponding shoulder 50 delimit between them an external slot 52 opening through the leading edge 13, the extrados face 15 and the intrados face 16 of the body 12.

[0084] The internal slot 51 and the external slot 52 are located on either side of the corresponding branch 43, these slots 51 and 52 being thus offset from each other along the transverse direction Y.

[0085] The end of the distance adjustment bar 24, articulated to the support bar 25, is received in the internal slot 51. The end of the connecting bar 26, articulated to the support bar 25, is received in the external slot 52.

[0086] The internal slot 51 and the external slot 52 are respectively configured to allow the passage of the distance adjustment bar 24 and the connecting bar 26 from the underside of the body 12 to the top of the body 12.

[0087] Figure 5 represents six predetermined positions that the fin 4 can adopt through system 3, each position corresponding to a configuration of system 3.

[0088] In position (a), the aileron 4 is retracted, with its upper surface 15 closest to the frame 2. The frame 2 has a recess 10 in its upper face 44 (the upward-facing face), delimited here by the cover wall 9, which has a shape complementary to that of the aileron 4. In this retracted position, the aileron 4 is received in the recess 10 with its lower surface 16 aligned with the rest of the upper face 44. The aileron 4 is thus barely visible. There is no air passage between the aileron 4 and the frame 2. This position serves as a reference for measuring the distance between the aileron and the frame, which is zero here. This position also serves as a reference for measuring the aileron's inclination. Alternatively, such a reference is different and is, for example, the horizontal.

[0089] Positions (b) to (f) correspond to deployed configurations of fin 4.

[0090] For position (b), the tilt adjustment actuator 19 and the distance adjustment actuator 21 were each actuated by the system 3 from position (a) in order to move the wing 4 away from the frame 2 to an initial distance and give it an initial tilt. This position (b) optimizes vehicle stability at high speeds, for example, from 180 km / h.

[0091] For position (c), the tilt adjustment actuator 19 and the distance adjustment actuator 21 were each actuated by system 3 from position (b) in order to move the wing 4 further away from the frame 2 and increase its tilt. This position (c) optimizes vehicle stability at very high speeds, for example, from 230 km / h.

[0092] For position (d), only the tilt adjustment actuator 19 was actuated by system 3 from position (c) to reduce the tilt of the wing 4 to a minimum value determined to minimize vehicle drag. This configuration allows vehicle 1 to have better acceleration and a higher top speed, particularly in a straight line. This configuration is also that of system 3 in Figure 1. It should be noted here that system 3 allows the wing 4 to reach this position very quickly since it only requires the actuating of a single actuator.

[0093] It should also be noted that in positions (b), (c) and (d) above, the system 3 is in a configuration in which the wing 4 is located away from the frame 2 and delimits a passage for air between the extrados face 15 and the frame 2. In these conditions, the wing 4 exerts downward lift thanks to its wing-shaped profile.

[0094] For position (e), again only the tilt adjustment actuator 19 was actuated by system 3, this time from position (c), in order to increase the tilt of the wing 4 up to a maximum value determined to maximize the aerodynamic drag and downforce of vehicle 1. This configuration allows the wing 4 to be used as an airbrake.

[0095] Position (f) corresponds to another configuration of system 3 in which the leading edge 13 of the fin 4 is located in the immediate vicinity of the frame 2, with its lower surface 16 extending substantially in line with the upper surface 44 of the frame 2, so as to form a spoiler. More precisely, the leading edge 13 is located opposite the lateral wall 8 delimiting the housing 6. Such a spoiler configuration is also called a "longtail" and helps to reduce the drag of the vehicle 1.

[0096] It should be noted that, as with the retracted position (a), the passage for air between the fin 4 and the frame 2 is zero or negligible, so that the lift exerted downwards by the fin 4 is also zero or negligible in these configurations (a) and (f) of the system 3.

[0097] Position (f) is also illustrated in Figure 6, in which it can be seen that in this corresponding configuration of system 3, the distance adjustment bar 24 and the connecting bar 26 each span the side wall 8 delimiting the housing 6. More precisely, the distance adjustment bar 24 and the connecting bar 26 each extend on either side of the extension plane of the side wall 8.

[0098] It is further noted that in this configuration of system 3, the distance adjustment bar 24 and the connecting bar 26 extend partly above the body 12 of the fin 4 and that this configuration is made possible in particular by the slots 51 and 52.

[0099] In position (f), the leading edge 13 of the fin 4 is at approximately the same height as the trailing edge of the cover 9.

[0100] Positions (a) to (f) above can of course be reached from positions other than those mentioned above as starting positions.

[0101] System 3 further includes a control device connected to actuators 19 and 21 and configured to receive input data and control actuators 19 and 21 according to this input data.

[0102] The control system is configured to receive input data from sensors and / or from a human-machine interface.

[0103] The input data includes, for example, vehicle speed, brake pedal position, steering wheel angle, lateral acceleration, longitudinal acceleration, wind angle / speed relative to the vehicle, vehicle attitude and / or GPS position.

[0104] According to one embodiment, the human-machine interface includes an activation device positioned in the immediate environment of the driver, the control device being configured to position the wing with a predetermined inclination when the activation device is actuated, for example an inclination in which the wing has a defined angle of incidence to minimize vehicle drag.

[0105] In addition, a second activation device, which can also be positioned in the immediate environment of the driver, allows the spoiler to be positioned in the tilt and distance position desired by the driver.

[0106] With reference to Figure 7, a variant of system 3 is schematically illustrated, in which the wing 4 is in two separate parts 53 and 54 attached respectively to the first and second linkages. In this variant, the mounting device includes a second tilt adjustment actuator (not shown) similar to the one described previously. Each tilt adjustment actuator is connected by a linkage shaft corresponding to the lever of the corresponding linkage. The tilt of each part of the wing 4 can thus be controlled independently. This configuration optimizes the vehicle's cornering performance, providing the system with additional adaptability. The distance adjustment actuator is common to both linkages.

Claims

DEMANDS 1. An adaptable drag modification system for a motor vehicle, comprising a wing (4) and a mounting device (5) for the wing (4) on a frame (2) of the vehicle (1) configured to hold the wing (4) in a plurality of predetermined positions, the mounting device (5) comprising at least one linkage (17, 18) formed of bars connected by pivot joints, a tilt adjustment actuator (19) connected to a tilt adjustment bar (23) of the linkage (17, 18), and a distance adjustment actuator (21) connected to a distance adjustment bar (24) of the linkage (17, 18), the system (3) being configured to act on the tilt adjustment bar (23) with the tilt adjustment actuator (19) so as to move the linkage (17, 18) according to a first mode of deformation acting on the inclination of the fin (4),and to act on the distance adjustment bar (24) with a distance adjustment actuator (21) so as to move the linkage (17, 18) according to a second deformation mode acting on the distance between the fin (4) and the frame (2), characterized in that said linkage (17, 18) comprises a deformable parallelogram formed by the tilt adjustment bar (23), the distance adjustment bar (24), a support bar (25) opposite the tilt adjustment bar (23) and a connecting bar (26) opposite the distance adjustment bar (24), the fin (4) being fixed to the support bar (25), the tilt adjustment bar (23) and the distance adjustment bar (24) each being pivotally articulated on the frame (2), the articulation (30) between the tilt adjustment bar (23) and the connecting bar (26) being free.

2. System according to claim 1, wherein the linkage (17, 18) comprises a pivot bearing (27) and a pivot shaft rotatably mounted on the pivot bearing (27), the pivot bearing (27) being integral with the tilt adjustment bar (23), the pivot shaft being integral with the distance adjustment bar (24), the distance adjustment actuator (21) comprising a base (34) connected to the frame (2) and an output shaft (35) rotatable relative to the base (34), the mounting device (5) comprising a transmission shaft (22) connecting the output shaft (35) to the articulation shaft.

3. System according to claim 1 or 2, wherein the linkage (17, 18) further comprises a lever (33) extending transversely from the tilt adjustment bar (23), the tilt adjustment actuator (19) comprising a base (36) connected to the frame (2) and an output arm (37) movable in translation relative to the base (36), the mounting device (5) comprising a connecting shaft (20) connecting the output arm (37) to the lever (33).

4. System according to any one of claims 1 to 3, wherein the linkage (17, 18) comprises a pivot bearing (27) and a pivot shaft rotatably mounted on the pivot bearing (27), the pivot bearing (27) being integral with the tilt adjustment bar (23), the pivot shaft being integral with the distance adjustment bar (24), the linkage (17, 18) further comprising a fixing bearing (28) integral with the frame (2), the pivot shaft being further rotatably mounted on the fixing bearing (28).

5. System according to any one of claims 1 to 4, wherein the distance adjustment bar (24) and the connecting bar (26) each have a gooseneck shape, the vehicle frame (2) (1) has a housing (6) configured to receive the mounting device (5), the system (3) having at least one deployed configuration in which the distance adjustment bar (24) and the connecting bar (26) each straddle a wall (8) delimiting the housing (6).

6. System according to any one of claims 1 to 5, wherein the support bar (25) has a clevis integrated into a body (12) of the fin (4) and delimiting, for the distance adjustment bar (24) and / or for the link bar (26), a corresponding slot (51, 52) configured to allow the passage of the distance adjustment bar (24) and / or the link bar (26) from the underside of the body (12) to the top of the body (12).

7. A system according to any one of claims 1 to 6, wherein the fin (4) has a wing-shaped body (12) having a leading edge (13), a trailing edge (14) opposite the leading edge (13), an upper surface face (15) facing downwards and an upper surface face (16), the upper surfaces (15) and lower surfaces (16) each connecting the leading edge (13) to the trailing edge (14), the system (3) having at least a first configuration in which the fin (4) is located away from the frame (2) and delimits a passage for air between its upper surface face (15) and the frame (2), and a second configuration in which the leading edge (13) of the fin (4) is located in the immediate vicinity of the frame (2), with its lower surface face (16) extending substantially in line with the upper face (44) of the frame (2), so as to form a spoiler.

8. System according to claims 2 and 3, wherein the mounting device (5) comprises a first linkage (17) and a second linkage (18), the transmission shaft (22) connecting the articulation shafts of the first and second linkages, the connecting shaft (20) connecting the levers (33) of the first and second linkages.

9. System according to claim 2, wherein the mounting device (5) comprises a first linkage (17) and a second linkage (18), the transmission shaft (22) connecting the articulation shafts of the first and second linkages, the mounting device (5) comprising a first and a second tilt adjustment actuator (19) each comprising a base (36) connected to the frame (2) and an output arm (37) movable in translation relative to the base (36), the mounting device (5) comprising a first connecting shaft connecting the output arm of the first actuator to the lever (33) of the first linkage (17), and a second connecting shaft connecting the output arm of the second actuator to the lever (33) of the second linkage (18), the fin being in two separate parts (53, 54) fixed respectively to the first and second linkage.

10. Motor vehicle equipped with a drag modification system according to any one of claims 1 to 9.

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