Front wing assembly

Abstract

The present disclosure relates to a front wing assembly (24) for an automotive vehicle (10) having one or more downforce-inducing features (14) arranged on an underside (12) of the automotive vehicle (10), the one or more downforce-inducing features (14) configured to increase downforce on the automotive vehicle (10) during movement of the automotive vehicle (10), the front wing assembly (24) comprising: a deployable member (28) actuatable between a stowed configuration and a deployed configuration, wherein in the deployed configuration, the deployable member (28) reduces an amount of airflow to the one or more downforce-inducing features (14), thereby reducing the downforce provided by the one or more downforce-inducing features (14).

Description

FRONT WING ASSEMBLYFIELD

[0001] The present disclosure relates to a front wing assembly for an automotive vehicle. In particular, the present disclosure relates to a front wing assembly that is suitable for an automotive vehicle having one or more downforce -inducing features arranged on its underside.BACKGROUND

[0002] Many automotive vehicles include aerodynamic components that increase downforce on the vehicle. Downforce is the downward force resulting from the aerodynamic forces acting on the vehicle. Increasing downforce results in increased grip on the road, thereby providing improved handling of the vehicle when cornering. Examples of aerodynamic components used to increase downforce are front wings, rear wings, diffusers and airdams.

[0003] Aerodynamic vehicle components that increase downforce on the vehicle also increase drag. Therefore, such components can limit performance of the vehicle, by limiting its top speed. The increased drag also results in reduced efficiency and increased fuel consumption, as the drag opposes the forward motion of the vehicle. In order to mitigate the limitation on vehicle speed and reduction in driving efficiency, some vehicles include active aerodynamic components, such as active rear wings. These components are used to adjust aerodynamic features between configurations in which downforce and drag are increased, and configurations in which downforce and drag are reduced.

[0004] Additional active aerodynamic components are desirable in order to allow vehicles to be operated in both high downforce and low drag modes.SUMMARY

[0005] This summary introduces concepts that are described in more detail in the detailed description. It should not be used to identify essential features of the claimed subject matter, nor to limit the scope of the claimed subject matter.

[0006] According to a first aspect of the present disclosure, there is provided a front wing assembly for an automotive vehicle having one or more downforce -inducing features arranged on an undersideof the automotive vehicle. The one or more downforce-inducing features are configured to increase downforce on the automotive vehicle during movement of the automotive vehicle. The front wing assembly comprises a deployable member actuatable between a stowed configuration and a deployed configuration. In the deployed configuration, the deployable member reduces an amount of airflow to the one or more downforce -inducing features, thereby reducing the downforce provided by the one or more downforce-inducing features.

[0007] The front wing assembly of the first aspect allows the vehicle to be operated in both high downforce and low drag modes. Specifically, the deployable member can be actuated to the deployed configuration in order to reduce the amount of airflow to the one or more downforce -inducing features (e.g., vanes) on the underside of the vehicle, by diverting high velocity air away from the one or more downforce-inducing features. This results in reduced downforce being provided by the one or more downforce-inducing features. As a result, the one or more downforce-inducing features provide less drag, thereby reducing drag on the vehicle and allowing the vehicle to be driven at higher speeds and / or more efficiently. Actuation of the deployable member to the stowed configuration results in airflow to the one or more downforce -inducing features being unimpeded. This results in the one or more downforce-inducing features increasing downforce on the vehicle, thereby improving vehicle handling during cornering.

[0008] In the stowed configuration, the deployable member may not impede airflow to the one or more downforce-inducing features. For example, in the stowed configuration, the deployable member may lie flat against the underside of the vehicle. This minimises the effect of the deployable member on airflow to the one or more downforce -inducing features when it is desired to stow the deployable member (i.e., to increase downforce on the vehicle).

[0009] The deployable member may be rotatable between the stowed configuration and the deployed configuration. Rotation of the deployable member allows for simple actuation of the deployable member (for example, using hydraulic actuation).

[0010] In the deployed configuration, the deployable member may protrude from an undertray of the vehicle. The deployable member may protrude a distance of at least 50% of the height of the one or more downforce inducing features in a direction measured normal to the undertray of the vehicle. In the deployed configuration, the deployable member may be configured to stall airflow to the one or more downforce-inducing features.

[0011] In the deployed configuration, the deployable member may be oriented at at least 45 degrees to a horizontal orientation or to an undertray of the vehicle (i.e., about a longitudinal dimension of thefront wing assembly - that is, a lateral dimension of the vehicle). In other examples, the deployable member may be oriented at at least 35 degrees, at least 40 degrees, at least 50 degrees, or at least 55 degrees to the horizontal orientation or the undertray when the deployable member is in the deployed configuration. For example, the deployable member may be oriented at between 45 and 55 degrees to the horizontal orientation or the undertray when the deployable member is in the deployed configuration.

[0012] The deployable member may be positioned forward of the one or more downforce-inducing features. The deployable member may be located closer to a front axle of the vehicle than it is to a front end of the vehicle.

[0013] The deployable member may be aligned with the one or more downforce -inducing features such that a significant proportion of the airflow to the one or more downforce-inducing features firstly flows past or over the deployable member. In other words, the width of the deployable member may be approximately equal to the lateral extent of the one or more downforce -inducing features on the underside of the vehicle, and the deployable member may be laterally aligned with the one or more downforce-inducing features.

[0014] The one or more downforce-inducing features may comprise a plurality of vanes. The plurality of vanes may be arranged to divert airflow to the sides of the automotive vehicle. Diverting airflow to the sides of the vehicle generates an area of low pressure rearward of the vanes. This area of low pressure results in the vehicle being pulled towards the ground, thereby increasing downforce. Diverting airflow to the sides of the vehicle also generates vortices in the airflow, which further reduces pressure beneath the vehicle.

[0015] The front wing assembly may further comprise a pair of actuatable wings located at opposing ends of the front wing assembly. By including a pair of actuatable wings in addition to the deployable member, the front wing assembly comprises multiple components that can be used to control downforce on the vehicle.

[0016] The pair of actuatable wings may be joined to (e.g., integral with) the deployable member. This allows the wings to be actuated together with the deployable member, simplifying actuation of the wings and the deployable member. The pair of wings may each be angled relative to the deployable member about a longitudinal dimension of the front wing assembly (i.e., a lateral dimension of the vehicle). The angle between the wings and the deployable member may be at least 35 degrees, at least 40 degrees, at least 45 degrees, at least 50 degrees, or at least 55 degrees. Forexample, the angle between the wings and the deployable member may be between 45 and 55 degrees.

[0017] The front wing assembly may further comprise a pair of transition portions. Each of the pair of transition portions may be disposed between a respective actuatable wing and the deployable member. Each of the pair of transition portions may provide a curved transition between the respective actuatable wing and the deployable member.

[0018] The pair of actuatable wings may each be actuatable between a deployed configuration and a stowed configuration, wherein in the deployed configuration, the actuatable wings increase downforce on the automotive vehicle during movement of the automotive vehicle. Accordingly, the wings can be actuated to further increase the downforce provided by the one or more downforce-inducing features when the deployable member is in the stowed configuration.

[0019] Actuation of the pair of actuatable wings from the deployed configuration to the stowed configuration may cause actuation of the deployable member from the stowed configuration to the deployed configuration. Actuation of the pair of actuatable wings from the stowed configuration to the deployed configuration may cause actuation of the deployable member from the deployed configuration to the stowed configuration. This means that the actuatable wings and the deployable member can be actuated together to provide a high downforce mode (actuatable wings in the deployed configuration, deployable member in the stowed configuration) or a low drag mode (actuatable wings in the stowed configuration, deployable member in the deployed configuration).

[0020] In the stowed configuration, each of the pair of actuatable wings may lie substantially horizontal. This minimises the downforce (and drag) provided by the actuatable wings in the stowed configuration.

[0021] In the deployed configuration, the actuatable wings may be oriented at at least 45 degrees to a horizontal orientation or to an undertray of the vehicle (i.e., about a longitudinal dimension of the front wing assembly - that is, a lateral dimension of the vehicle). In other examples, the actuatable wings may be oriented at at least 35 degrees, at least 40 degrees, at least 50 degrees, or at least 55 degrees to the horizontal orientation or the undertray when the actuatable wings are in the deployed configuration. For example, the actuatable wings may be oriented at between 45 and 55 degrees to the horizontal orientation or the undertray when the actuatable wings are in the deployed configuration.

[0022] Each of the pair of actuatable wings may comprise two or more wing elements. This allows the actuatable wings to be actuated to higher angles compared with single wing elements, thereby increasing downforce generated by the actuatable wings.

[0023] In the deployed configuration, each of the pair of actuatable wings may block a respective bypass slot arranged to allow airflow to bypass a radiator of the automotive vehicle. In the stowed configuration, each of the pair of actuatable wings may not block the respective bypass slot, thereby allowing airflow to bypass the radiator. Allowing airflow to bypass the radiator reduces drag resulting from airflow to the radiator, thereby further reducing drag on the vehicle.

[0024] The deployable member may be hydraulically actuated. Hydraulic actuation allows for quick and reliable actuation of the deployable member, and is capable of accommodating the aerodynamic load on the front wing assembly (compared with, for example, actuation using electrical motors, where the actuation would be limited by the motor torque). In addition, hydraulic actuation allows the actuation system to be integrated with other hydraulically actuated components, such as hydraulic dampers.

[0025] The deployable member may be actuated to one or more intermediate configurations in between the stowed configuration and the deployed configuration. The actuatable wings may each be actuated to one or more intermediate configurations in between the stowed configuration and the deployed configuration. These intermediate configurations provide alternative modes that balance downforce and drag and allow downforce to be progressively increased or reduced.

[0026] According to a second aspect of the present disclosure, there is provided an automotive vehicle comprising one or more downforce-inducing features arranged on an underside of the automotive vehicle. The one or more downforce-inducing features are configured to increase downforce on the automotive vehicle during movement of the automotive vehicle. The automotive vehicle also comprises a front wing assembly according to the first aspect.BRIEF DESCRIPTION OF FIGURES

[0027] Specific embodiments are described below by way of example only and with reference to the accompanying drawings, in which:FIG. 1 shows a perspective view of an underside of an automotive vehicle, in which a deployable member of a front wing assembly is in a stowed configuration.FIG. 2 shows a perspective view of the underside of the automotive vehicle shown in FIG. 1, in which the deployable member is in a deployed configuration.FIG. 3 shows a front view of the automotive vehicle shown in FIG. 1, in which the deployable member is in the stowed configuration.FIG. 4 shows a front view of the automotive vehicle shown in FIG. 1, in which the deployable member is in the deployed configuration.FIG. 5 shows a perspective view of the automotive vehicle shown in FIG. 1 , in which the deployable member is in the stowed configuration.FIG. 6 shows a perspective view of the automotive vehicle shown in FIG. 1 , in which the deployable member is in the deployed configuration.FIG. 7 shows a further perspective view of the underside of the automotive vehicle shown in FIG. 1, in which the deployable member is in the stowed configuration.FIG. 8 shows a further perspective view of the underside of the automotive vehicle shown in FIG. 1, in which the deployable member is in the deployed configuration.FIG. 9 shows a further perspective view of the underside of the automotive vehicle shown in FIG. 1, showing streamlines of airflow over one or more downforce -inducing features of the automotive vehicle when the deployable member is in the stowed configuration.FIG. 10 shows a further perspective view of the underside of the automotive vehicle shown in FIG. 1, showing streamlines of airflow over one or more downforce -inducing features of the automotive vehicle when the deployable member is in the deployed configuration.FIG. 11 A shows a perspective view of a hydraulic assembly coupled to the front wing assembly shown in FIG. 1.FIG. 1 IB shows a perspective view of certain components of the hydraulic assembly shown in FIG. 11A.FIG. 12 shows a schematic cross-sectional view through an actuatable wing of the front wing assembly shown in FIG. 1.DETAILED DESCRIPTION

[0028] In overview, the present disclosure relates to a front wing assembly 24 for an automotive vehicle 10. The front wing assembly 24 includes a deployable member 28. The deployable member 28 is actuatable between a stowed configuration (FIGS. 1, 3, 5, 7 and 9) and a deployed configuration (FIGS. 2, 4, 6, 8 and 10). In the deployed configuration, the deployable member 28 reduces an amount of airflow to one or more downforce -inducing features arranged on an underside 12 of the vehicle 10, as shown by the difference in the streamlines of airflow shown in FIGS. 9 and 10. For example, the deployable member 28 may reduce the amount of airflow to the one or more downforce-inducing features by redirecting high velocity air away from the one or more downforce -inducing features. By reducing the amount of airflow to the one or more downforce-inducing features, the downforce provided by the one or more downforce-inducing features is reduced. This reduces downforce and drag on the vehicle 10, allowing the vehicle 10 to be driven at higher speeds and with increased efficiency.

[0029] An automotive vehicle 10 is shown in FIG. 1. The vehicle 10 includes a plurality of downforce-inducing features arranged on an underside 12 of the vehicle 10. In this example, the plurality of downforce -inducing features are provided in the form of a plurality of curved rubber vanes 14 (or “strakes”) arranged on an undertray 16 of the vehicle 10. In the example shown in FIG. 1, the vanes 14 are arranged rearward of a front axle 18 of the automotive vehicle 10. Arranging the vanes 14 rearward of the front axle 18 reduces the likelihood of grounding, for example, during heavy pitching or heavy braking. In addition, it is shown in FIG. 1 that the front ends of the vanes 14 are located forward of a rearward extent of the front wheels of the vehicle 10. Arranging the front ends of the vanes 14 forward of a rearward extent of the front wheels maximises front downforce on the vehicle 10.

[0030] The vanes 14 serve to increase downforce on the vehicle 10 during movement of the vehicle 10. Specifically, the vanes 14 divert airflow to the sides 20 of the vehicle 10, thereby generating an area of low pressure rearward of the vanes 14. This area of low pressure results in the vehicle 10 being pulled towards the ground, thereby increasing downforce. Adjacent vanes 14 also provide channels 22 for airflow towards the sides 20 of the vehicle 10, which speeds up the airflow through the vanes 14, further reducing pressure beneath the vehicle 10. By diverting airflow to the sides 20 of the vehicle 10, the vanes 14 produce vortices in the airflow, helping to further lower pressure and increase downforce.

[0031] Also shown partially in FIG. 1 (and more clearly in FIG. 2) is a front wing assembly 24 of the vehicle 10. The front wing assembly 24 is located forward of the front axle 18, and therefore forward of the vanes 14. As shown in FIG. 3, the front wing assembly 24 includes two wings 26 at opposing outboard ends of the front wing assembly 24 (i.e., such that the wings 26 are located on opposing sides 20 of the vehicle 10). The two outboard wings 26 are joined by a central (i.e., inboard) flat section that functions as a deployable member 28. In the example shown in FIG. 3, the deployable member 28 is provided in the form of a flap that is actuated relative to the undertray 16 of the vehicle 10. The deployable member 28 can also be referred to as a “deployable airdam”, but unlike airdams used in existing automotive vehicles, the deployable member 28 is located further rearward. In particular, the deployable member 28 is located closer to the front axle 18 than it is to the front end of the vehicle 10 (where airdams used in existing automotive vehicles are generally located).

[0032] The deployable member 28 is joined (i.e., is integral with) to the wings 26, such that the wings 26 and the deployable member 28 of the front wing assembly 24 rotate together. Therefore, actuation of the wings 26 (described below) results in actuation of the deployable member 28. The width of the deployable member 28 (i.e., the distance between the wings 26) corresponds to the distance between the front ends of the outermost vanes 14, such that the deployable member 28 is aligned with the lateral extent of the front ends of the vanes 14. This means that substantially all of the airflow through the vanes 14 first flows over (or past) the deployable member 28. In one example, the length of the deployable member 28 (i.e., the distance aligned with a longitudinal dimension of the vehicle 10) is such that, in the deployed configuration, the deployable member 28 protrudes from the underside 12 of the vehicle 10 by a distance of at least 50% of the height of the vanes 14 in a direction measured normal to the underside 12 of the vehicle 10. For example, the length of the deployable member 28 may be as long as possible without protruding below a ground line of the vehicle 10, in order to protect the deployable member from ground strikes.

[0033] As shown, in particular, in FIGS. 3 and 5, each of the wings 26 includes multiple wing elements. Specifically, in the example shown in FIGS. 3 and 5, each wing 26 includes two wing elements. The use of multiple wing elements (in this example, two wing elements) allows the wing 26 to be actuated to higher angles, compared with single wing elements, before they stall (i.e., where air separates from the underside of the wing 26). By actuating the wing 26 to a higher angle, higher downforce can be generated by the wing 26.

[0034] The wings 26 are angled with respect to the deployable member 28. For example, the angle between the wings 26 and the deployable member 28 (about the longitudinal dimension of the front wing assembly 24 - that is, the lateral dimension of the vehicle 10) may be at least 35 degrees, at least 40 degrees, at least 45 degrees, at least 50 degrees, or at least 55 degrees. In one example, the angle between the wings 26 and the deployable member 28 is between 45 and 65 degrees, specifically between 50 and 60 degrees, and more specifically 55 degrees. The front wing assembly 24 also includes two transition portions 30, each of which provides a curved transition between the deployable member 28 and a respective wing 26.

[0035] The front wing assembly 24 is actuatable between two configurations. In a first configuration of the front wing assembly 24 (shown in FIGS. 1, 3, 5, 7 and 9), the wings 26 are in a deployed configuration, while the deployable member 28 is in a stowed configuration. In a second configuration of the front wing assembly 24 (shown in FIGS. 2, 4, 6, 8 and 10), the wings 26 are in a stowed configuration, while the deployable member 28 is in a deployed configuration. Therefore, the deployable member 28 is actuatable between a stowed configuration and a deployed configuration,while the wings 26 are actuatable between a deployed configuration and a stowed configuration. Actuation of the wings 26 from the stowed configuration to the deployed configuration results in actuation of the deployable member 28 from the deployed configuration to the stowed configuration. Likewise, actuation of the wings 26 from the deployed configuration to the stowed configuration results in actuation of the deployable member 28 from the stowed configuration to the deployed configuration. In the example shown in FIGS. 1 and 2, actuation of the front wing assembly 24 is achieved by rotation of the front wing assembly 24 between its first and second configurations.

[0036] The front wing assembly 24 is also actuatable to one or more intermediate configurations in between the first configuration and the second configuration. In these intermediate configurations, the wings 26 and the deployable member 28 are each in a partially deployed configuration. The intermediate configurations provide alternative modes that balance downforce and drag. The use of intermediate configurations allows downforce to be progressively reduced or progressively increased, as required.

[0037] When the wings 26 are in the deployed configuration, they are positioned at an angle to the undertray 16 of the vehicle 10 (as shown, for example, in FIGS. 5 and 7). For example, the angle between the wings 26 and the undertray 16 (about the lateral dimension of the vehicle 10) when the wings 26 are in the deployed configuration may be at least 35 degrees, at least 40 degrees, at least 45 degrees, at least 50 degrees, or at least 55 degrees. In one example, the angle between the wings 26 and the undertray 16 when the wings 26 are in the deployed configuration is between 45 and 65 degrees, specifically between 50 and 60 degrees, and more specifically 55 degrees. By positioning the wings 26 at an angle to the undertray 16 when the wings 26 are in the deployed configuration, airflow over the wings 26 in the deployed configuration increases downforce on the vehicle 10.

[0038] As shown, in particular, in FIGS. 3 and 7, when the wings 26 are in the deployed configuration, the deployable member 28 is in its stowed configuration, in which the deployable member 28 lies flat against the undertray 16 of the vehicle 10. Therefore, when the deployable member 28 is in the stowed configuration, it does not impede airflow to the vanes 14, thereby resulting in increased downforce on the vehicle 10 as a result of the airflow through the vanes 14.

[0039] When the deployable member 28 is in the deployed configuration, it protrudes from the underside 12 of the vehicle 10 and is positioned at an angle to the undertray 16 of the vehicle 10 (as shown, for example, in FIGS. 4 and 8). For example, the angle between the deployable member 28 and the undertray 16 (about the lateral dimension of the vehicle 10) when the deployable member 28 is in the deployed configuration may be at least 35 degrees, at least 40 degrees, at least 45 degrees, at least 50 degrees, or at least 55 degrees. In one example, the angle between the deployable member 28and the undertray 16 when the deployable member 28 is in the deployed configuration is between 45 and 65 degrees, specifically between 50 and 60 degrees, and more specifically 55 degrees. By positioning the deployable member 28 at an angle to the undertray 16 when the deployable member 28 is in the deployed configuration, the deployable member 28 stalls airflow to the vanes 14, thereby reducing airflow to the vanes 14. This means that there is less downforce on the vehicle 10 as a result of the reduced airflow through the vanes 14, thereby reducing drag on the vehicle 10.

[0040] As shown, in particular, in FIGS. 4 and 8, when the deployable member 28 is in the deployed configuration, the wings 26 are in their stowed configuration, in which they lie substantially horizontal (where “substantially” horizontal indicates that the wings 26 do not lie completely horizontal as a result of their curved profiles and the overlap between the wing elements). In other words, when the wings 26 are in the stowed configuration, they are orientated so as to minimise downforce (and drag) resulting from airflow over the wings 26.

[0041] FIGS. 9 and 10 show streamlines of airflow through the vanes 14 when the deployable member 28 is in the stowed configuration (FIG. 9) and in the deployed configuration (FIG. 10). As shown in FIG. 9, when the deployable member 28 is in the stowed configuration (i.e., such that it lies flat against the undertray 16), the deployable member 28 does not impede airflow to the vanes 14. Therefore, the vanes 14 divert the airflow to the sides 20 of the vehicle 10, resulting in a region 32 of low pressure beneath the vehicle 10. This increases downforce on the vehicle 10.

[0042] FIG. 9 also shows the effect of the wings 26 on the airflow. As explained above, when the deployable member 28 is in the stowed configuration, the wings 26 are in the deployed configuration. When the wings 26 are in the deployed configuration, they divert the airflow, generating a region of low pressure beneath the wings 26. The low pressure beneath the wings 26 serves to further increase downforce on the vehicle 10.

[0043] As shown in FIG. 8, when the deployable member 28 is in the deployed configuration, it protrudes from the undertray 16 at an angle to the undertray 16. Returning to FIG. 10, it can be seen that in the deployed configuration, the deployable member 28 stalls airflow to the vanes 14, thereby reducing the amount of airflow to the vanes 14. This reduces the downforce on the vehicle 10 provided by airflow through the vanes 14. FIG. 10 also shows that the wings 26 do not divert the airflow, because they are in the stowed configuration. This minimises the downforce (and drag) provided by airflow over the wings 26.

[0044] When the wings 26 are in the stowed configuration, air is permitted to flow through respective bypass slots (not shown) above the wings 26. The bypass slots allow air to bypass aradiator of the vehicle 10, which reduces the airflow to the radiator and therefore reduces drag resulting from airflow to the radiator. When the wings 26 are in the deployed configuration, the bypass slots are blocked by the wings 26, meaning that air flows to the radiator.

[0045] As shown in FIG. 11 A, the front wing assembly 24 is hydraulically actuated. FIG. 11 A shows an example of a hydraulic assembly 34 that may be used to actuate the front wing assembly 24. The hydraulic assembly 34 comprises a hydraulic accumulator 36 coupled to two hydraulic cylinders 38 via a valve block 40. A pump 42 is used to supply hydraulic pressure to the hydraulic accumulator 36, while a reservoir 44 holds hydraulic fluid used by the hydraulic assembly 34. Each hydraulic cylinder 38 is pivotally coupled to the vehicle 10 and to a respective wing 26 of the front wing assembly 24. As shown in FIG. 1 IB, for each of the two wings 26, the two elements of the wing 26 are connected to a casting 46 (within the circle shown in FIG. 1 IB) that is, in turn, connected to a rod 48 of the hydraulic cylinder 38. This means that the extension and retraction of the rods 48 actuates both wing elements of the wing 26 at the same time as actuating the deployable member 28.

[0046] In order to rotate the deployable member 28 from the stowed configuration to the deployed configuration shown in FIG. 11A, valves within the valve block 40 are opened to transfer hydraulic fluid from the hydraulic accumulator 36 to the hydraulic cylinders 38 in order to extend the respective rods 48 of the hydraulic cylinders 38, thereby rotating both elements of the wings 26 from the deployed configuration to the stowed configuration, and consequently rotating the deployable member 28 from the stowed configuration to the deployed configuration. Likewise, for rotation of the deployable member 28 from the deployed configuration to the stowed configuration, valves within the valve block 40 are opened to transfer hydraulic fluid from the hydraulic cylinders 38 to the hydraulic accumulator 36 to retract the respective rods 48 of the hydraulic cylinders 38, thereby rotating both elements of the wings 26 from the stowed configuration to the deployed configuration, and consequently rotating the deployable member from the deployed configuration to the stowed configuration. The hydraulic assembly 34 can be electrically controlled using an electrical control unit (not shown) of the vehicle 10.

[0047] FIG. 12 is a schematic cross-section through the wing 26. In the example shown in FIG. 12, two passive aerofoils 50 located forward of the front wing assembly 24 are also shown. These passive aerofoils 50 are located, for example, on a splitter and / or bumper assembly of the vehicle 10. As shown in FIG. 12, the two wing elements of each wing 26 are actuatable between a stowed configuration in which the wing 26 is substantially horizontal, and a deployed configuration that maximises downforce. The wing 26 is also actuatable in steps to a series of intermediate configurations in between the stowed configuration and the deployed configuration.

[0048] Variations or modifications to the devices described herein are set out in the following paragraphs.

[0049] Although the front wing assembly 24 in the above examples is described as being hydraulically actuated, it will be appreciated that the front wing assembly 24 may be rotated between its first and second configurations in other ways. For example, electric motors could be used to rotate the front wing assembly 24 between its first and second configurations.

[0050] In the examples described above, the front wing assembly 24 comprises a deployable member 28 that is joined to wings 26 located at outboard ends of the front wing assembly 24. In an alternative example, the front wing assembly 24 may comprise only the deployable member 28. That is, the deployable member 28 may be actuated between a stowed configuration (in which airflow to the vanes 14 is not impeded) and a deployed configuration, in which airflow to the vanes 14 is stalled so as to reduce performance of the vanes 14 and thereby reduce downforce. In a further alternative example, the front wing assembly 24 may include a deployable member 28 that can be actuated independently of the wings 26. That is, the wings 26 and the deployable member 28 may be separate components, or the deployable member 28 may be joined to the wings 26 using a coupling that permits rotation of the deployable member 28 relative to the wings 26. In addition, the deployable member 28 may be translated or otherwise moved between the stowed configuration and the deployed configuration, instead of being rotated.

[0051] In the examples described above, the front wing assembly 24 is implemented in conjunction with downforce -inducing features in the form of vanes 14. It will be appreciated, however, that the front wing assembly 24 may alternatively be implemented in conjunction with one or more alternative downforce-inducing features, such as a diffuser.

[0052] The singular terms “a” and “an” should not be taken to mean “one and only one”. Rather, they should be taken to mean “at least one” or “one or more” unless stated otherwise. The word “comprising” and its derivatives including “comprises” and “comprise” include each of the stated features, but does not exclude the inclusion of one or more further features.

[0053] The above implementations have been described by way of example only, and the described implementations are to be considered in all respects only as illustrative and not restrictive. It will be appreciated that variations of the described implementations may be made without departing from the scope of the invention. It will also be apparent that there are many variations that have not been described, but that fall within the scope of the appended claims.

Claims

CLAIMS:

1. A front wing assembly for an automotive vehicle having one or more downforce -inducing features arranged on an underside of the automotive vehicle, the one or more downforce-inducing features configured to increase downforce on the automotive vehicle during movement of the automotive vehicle, the front wing assembly comprising: a deployable member actuatable between a stowed configuration and a deployed configuration, wherein in the deployed configuration, the deployable member reduces an amount of airflow to the one or more downforce -inducing features, thereby reducing the downforce provided by the one or more downforce -inducing features.

2. The front wing assembly according to claim 1, wherein in the stowed configuration, the deployable member lies flat against the underside of the vehicle.

3. The front wing assembly according to claim 1 or claim 2, wherein the deployable member is rotatable between the stowed configuration and the deployed configuration.

4. The front wing assembly according to claim 3, wherein in the deployed configuration, the deployable member is oriented at at least 45 degrees to a horizontal orientation.

5. The front wing assembly according to any of claims 1 to 4, wherein the one or more downforce-inducing features comprise a plurality of vanes.

6. The front wing assembly according to claim 5, wherein the plurality of vanes are arranged to divert airflow to the sides of the automotive vehicle.

7. The front wing assembly according to any of claims 1 to 6, further comprising a pair of actuatable wings located at opposing ends of the front wing assembly.

8. The front wing assembly according to claim 7, wherein the pair of actuatable wings are joined to the deployable member.

9. The front wing assembly according to claim 7 or claim 8, wherein the pair of actuatable wings are each actuatable between a deployed configuration and a stowed configuration, wherein in the deployed configuration, the actuatable wings increase downforce on the automotive vehicle during movement of the automotive vehicle.

10. The front wing assembly according to claim 9, wherein actuation of the pair of actuatable wings from the deployed configuration to the stowed configuration causes actuation of the deployable member from the stowed configuration to the deployed configuration.

11. The front wing assembly according to claim 9 or claim 10, wherein actuation of the pair of actuatable wings from the stowed configuration to the deployed configuration causes actuation of the deployable member from the deployed configuration to the stowed configuration.

12. The front wing assembly according to any of claims 7 to 11, wherein in the stowed configuration, each of the pair of actuatable wings lies substantially horizontal.

13. The front wing assembly according to any of claims 7 to 12, wherein each of the pair of actuatable wings comprises two or more wing elements.

14. The front wing assembly according to any of claims 7 to 13, wherein: in the deployed configuration, each of the pair of actuatable wings blocks a respective bypass slot arranged to allow airflow to bypass a radiator of the automotive vehicle, and in the stowed configuration, each of the pair of actuatable wings does not block the respective bypass slot, thereby allowing airflow to bypass the radiator.

15. The front wing assembly according to any of claims 1 to 14, wherein the deployable member is hydraulically actuated.

16. An automotive vehicle comprising: one or more downforce-inducing features arranged on an underside of the automotive vehicle, the one or more downforce -inducing features configured to increase downforce on the automotive vehicle during movement of the automotive vehicle; and a front wing assembly according to any of claims 1 to 15.

17. The automotive vehicle according to claim 16, wherein the one or more downforce-inducing features comprise a plurality of vanes.

18. The automotive vehicle according to claim 17, wherein the plurality of vanes are arranged to divert airflow to the sides of the automotive vehicle.

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