System for driving an aerodynamic element for a motor vehicle

Abstract

The invention relates to a system (3) for driving an aerodynamic element (2) comprising a motor (4), a mechanism (5) and the aerodynamic element, the motor being configured to drive the aerodynamic element via the mechanism in a translational movement between a retracted position and a deployed position, the drive system being characterised in that the mechanism comprises: - a base (6) having a housing that cooperates with a piston rod (7) that is secured to the aerodynamic element in order to guide the translational movement of the piston rod in the manner of a slide; - a pivoting plate (8) which is rotatable with respect to the base and intended to be rotated by the motor about an axis perpendicular to the axis of translation of the slide formed by the housing of the base and the piston rod, the pivoting plate being connected to the piston rod.

Description

[0001] DESCRIPTION

[0002] TITLE: Drive system for an aerodynamic element of a motor vehicle

[0003] The invention relates to a drive system for an aerodynamic element in a motor vehicle. The invention also relates to a motor vehicle comprising a drive system for an aerodynamic element.

[0004] Aerodynamics is a crucial factor in the design of automobiles. Its primary objectives are to reduce drag, prevent unwanted lift forces, and mitigate other causes of aerodynamic instability in high-speed vehicles. Furthermore, the study of aerodynamics can also be used to generate downforce in high-performance vehicles to enhance traction and cornering capabilities.

[0005] An aerodynamic element such as an aerodynamic blade (called a "splitter" in English) is a device commonly used to increase downforce at the front of a motor vehicle. Such an aerodynamic element is generally mounted on the front of the vehicle, specifically on a lower part of the bodywork, or even underneath the bodywork, to generate aerodynamic force when the vehicle is in motion.

[0006] More specifically, an incoming airflow stagnates at the front of the moving vehicle on the upper surface of the aerodynamic element, creating a high-pressure zone. Below the aerodynamic element, on its lower surface, the airflow is redirected and accelerated, causing the pressure to drop. The combination of the high pressure on the upper surface of the aerodynamic element with the reduced pressure on its lower surface creates downforce on the front of the vehicle body. However, to the extent that an aerodynamic element is effective at increasing downforce on the vehicle body, it will also tend to increase the vehicle's aerodynamic drag.

[0007] The aim of the invention is to offer an alternative to the known mechanism; this alternative aims to be more economical, more compact and more reliable in regulating the position of the aerodynamic element.

[0008] To this end, the invention relates to a drive system for an aerodynamic element, in particular an aerodynamic blade, intended to be mounted on a motor vehicle, the drive system comprising a motor, a mechanism and the aerodynamic element, the motor being configured to drive the aerodynamic element via the mechanism in a translational movement along an axis, in particular a longitudinal axis of the motor vehicle, between a retracted position and a deployed position, the drive system for the aerodynamic element being characterized in that said mechanism comprises:

[0009] - a base having a housing cooperating with a piston rod attached to the aerodynamic element in order to guide said piston rod in the translational movement in the manner of a slide;

[0010] - a pivoting plate that is movable relative to the base and intended to be driven in rotation by the motor around an axis of rotation perpendicular to the axis of translation of the slide formed by the housing of the base and the piston rod, the pivoting plate being linked to the piston rod which is integral with the aerodynamic element. In one embodiment, the drive system includes a cable, in particular a Bowden cable, connecting the pivoting plate to the motor.

[0011] According to one embodiment, the mechanism includes a finger mounted on the piston rod and the pivoting plate includes a guide groove configured to cooperate with the finger of the piston rod.

[0012] According to one embodiment, the finger mounted on the piston rod extends perpendicularly to a translation axis of the slide formed by the housing of the base and by the piston rod attached to the aerodynamic element.

[0013] According to one embodiment, the finger is mounted in a central area of ​​the piston rod and the housing of the base has a light configured to allow the finger to pass from the piston rod.

[0014] According to one embodiment, the light has an elongated shape and the ends of said light form stops to limit the movement of the finger mounted on the piston rod attached to the aerodynamic element during a translational movement of the aerodynamic element.

[0015] According to one embodiment, the mechanism includes an elastic return element configured to exert a restoring force on one of the components of the mechanism in order to return the aerodynamic element to its retracted position.

[0016] According to one embodiment, the mechanism includes at least one ring, in particular a self-lubricating ring to improve the sliding of the piston rod attached to the aerodynamic element in the housing of the base and / or to improve the pivoting of the pivot joint between the pivoting plate and the base.

[0017] According to one embodiment, the aerodynamic element has several piston rods and the mechanism includes at least one pivoting plate for each piston rod attached to the aerodynamic element.

[0018] According to one embodiment, at least a portion of the aerodynamic element has a honeycomb structure and / or a lattice structure.

[0019] The invention also relates to a vehicle equipped with such a drive system for an aerodynamic element.

[0020] According to one embodiment, the aerodynamic element is an aerodynamic blade arranged on a front bumper of the vehicle, in particular at the level of a lower part of the front bumper.

[0021] These objects, features and advantages of the present invention will be described in detail in the following description of a particular embodiment, given by way of non-limiting example, with reference to the accompanying figures, among which:

[0022] Figure 1A illustrates a top view of a front portion of a motor vehicle equipped with an aerodynamic element in a retracted position.

[0023] Figure 1B is similar to Figure 1A and illustrates the aerodynamic element in an intermediate position.

[0024] Figure 1C is similar to Figures 1A and 1B and illustrates the aerodynamic element in a deployed position. Figure 2A illustrates a side view of a front portion of a motor vehicle equipped with an aerodynamic element in a retracted position.

[0025] Figure 2B is similar to Figure 2A and illustrates the aerodynamic element in an intermediate position.

[0026] Figure 2C is similar to figures 2A and 2B and illustrates the aerodynamic element in a deployed position.

[0027] Figure 3 illustrates a cross-sectional view of the aerodynamic element, according to section AA of Figure 4.

[0028] Figure 4 illustrates a drive system for an aerodynamic element in which the aerodynamic element occupies a retracted position.

[0029] Figure 5 is a detailed view of a cross-section of the drive system of Figure 4 according to cross-section CC.

[0030] Figure 6 is a detail view that illustrates the retracted, intermediate and deployed positions that are adopted by one of the extremal pivoting plates during the translational movement of the aerodynamic element.

[0031] Figure 7 is a detail view that illustrates the retracted, intermediate and deployed positions that are adopted by one of the central pivoting plates during the translational movement of the aerodynamic element.

[0032] In this description, the terms "first," "second," "third," etc., are not intended to imply or create a particular order of elements, nor to limit an element to a single element, unless expressly stated, for example, by using the terms "before," "after," "unique," and other such terms. Rather, the use of these terms serves to distinguish the elements from one another. For example, a first element is distinct from a second element, and the first element may encompass more than one element and follow (or precede) the second element in an order of elements. A trihedron with three axes X, Y, Z is illustrated in several figures. In this document, the X-axis denotes the longitudinal axis of a motor vehicle. When moving forward in a straight line, the vehicle progresses from rear to front, in a direction parallel to its longitudinal axis. The X-axis is oriented from the front to the rear of the vehicle, that is, in the direction of reverse.The Y-axis represents the transverse axis of the vehicle. The Y-axis is oriented from left to right, with left and right defined from the driver's perspective. The Z-axis is perpendicular to the X and Y axes. The vehicle is assumed to be resting on a horizontal surface. The Z-axis is a vertical axis, oriented from bottom to top. The X, Y, and Z axes form an orthogonal coordinate system. This same coordinate system, defined with reference to a vehicle, will also be used to describe the aerodynamic element and its drive system, even when considered outside the vehicle, since this system is designed for mounting in a specific orientation within the vehicle.

[0033] Figures 1A to 1C and 2A to 2C each illustrate a front portion of a motor vehicle 1 equipped with an aerodynamic element 2, viewed from above in Figures 1A to 1C and from the side in Figures 2A to 2C. The aerodynamic element 2 can be mounted at the front of the motor vehicle 1, for example on the chassis or on the bumper of said motor vehicle 1. In addition, or alternatively, such an aerodynamic element 2 can also be mounted at the rear of the motor vehicle 1.

[0034] Advantageously, the shape of the aerodynamic element 2 can be similar to the shape of the front face of the motor vehicle 1. Thus, in the example of Figures 1A to 1C, the front face of the motor vehicle 1 has a curved shape, similar to a "V" shape, and the aerodynamic element 2 has a very similar shape. The aerodynamic element 2 can be positioned under the front face of the motor vehicle in such a way that it is advantageously rendered invisible when retracted. As illustrated in Figures 1A to 1C, the aerodynamic element 2 is notably available in the form of a single piece. However, it is also possible to design an aerodynamic element 2 from a multitude of interconnected parts, specifically joined together to form a single-piece structure.According to the embodiment illustrated in Figures 1A to 1C and in Figure 4, the aerodynamic element 2 has a plane of symmetry, this plane of symmetry is parallel to the plane formed by the X and Z axes of the frame.

[0035] Overall, the aerodynamic element 2 can have a generally flat shape, as illustrated in the cross-sectional view of Figure 3. More precisely, the aerodynamic element 2 can have a flat upper surface, while the lower surface can have a curve or an angle. In this case, the edge of the aerodynamic element 2 designed to cut the airflow incident in front of the moving vehicle 1 has a substantially triangular shape in the plane formed by the X and Z axes of the coordinate system. Such a geometry of the aerodynamic element 2 can favor the distribution of the airflow incident in front of the moving vehicle 1 to create an overpressure on the upper surface and a low pressure on the lower surface of the aerodynamic element 2.

[0036] Alternatively, the edge of the aerodynamic element 2 intended to cut the airflow incident at the front of the moving vehicle 1 may have a streamlined shape, in particular a wing profile shape.

[0037] By way of example and not limitation, the aerodynamic element 2 may have a maximum thickness of between eight and fifteen millimeters, and in particular a maximum thickness of ten millimeters. Furthermore, the aerodynamic element 2 may have a variable thickness, which may reduce its weight and / or influence the airflow over its entire surface. In a preferred embodiment, at least a portion of the aerodynamic element 2 has a honeycomb structure and / or a lattice structure. Such a honeycomb structure and / or a lattice structure provides greater rigidity to the aerodynamic element 2, ensuring its stability, particularly when it is in a deployed or intermediate position.In the embodiment illustrated in Figures 4, 6, and 7, the portion of the aerodynamic element 2 exhibiting a honeycomb and / or lattice structure forms the edge opposite the edge designed to cut through the airflow incident at the front of the moving vehicle 1. As illustrated in particular in Figure 4, the aerodynamic element 2 has several walls arranged in a broken line pattern, forming alternating salient and re-entrant angles. Other arrangements are possible for such a honeycomb and / or lattice structure in the aerodynamic element 2.

[0038] The aerodynamic element 2 is free to move in translation relative to the motor vehicle 1 on which it is mounted. To achieve this, the vehicle 1 includes a drive system 3 for the aerodynamic element 2.

[0039] The drive system 3 for the aerodynamic element 2 includes a motor 4 configured to drive, via a mechanism 5, the aerodynamic element 2 in a translational movement, in particular a rectilinear translation along a longitudinal axis of the motor vehicle 1, between two extreme positions, in particular a retracted position and a deployed position. The stroke of the aerodynamic wing between its retracted and deployed positions generally depends on the vehicle 1 on which the element and the corresponding drive system 3 are mounted. For example, the stroke can be a few tens of millimeters, for instance, between fifty millimeters and two hundred millimeters, and in particular one hundred millimeters. The direction of the translational movement may be different from the longitudinal direction of the motor vehicle 1.Furthermore, the movement of the aerodynamic element 2 may be different from a rectilinear translation; it may, for example, be a compound movement and / or a translation along a curve, for example an elliptical or even circular translation.

[0040] The drive system 3 can be designed so that the aerodynamic element 2 can assume at least one intermediate position, for example, halfway between the retracted and deployed positions. Furthermore, the drive system 3 can be designed so that the aerodynamic element 2 can assume a multitude of intermediate positions between the retracted and deployed positions. To achieve this, the motor 4 can be self-locking to limit energy consumption. Alternatively, the drive system 3 can include at least one stop or equivalent means for locking the aerodynamic element 2 in an intermediate position when required.

[0041] The drive system 3 is partially visible in Figures 1A, 1B, and 1C, which respectively illustrate the retracted position, an intermediate position, and the deployed position of the aerodynamic element 2, as well as the positions adopted by the components of a mechanism 5 of the drive system 3 of the aerodynamic element 2 for each of these configurations. The drive system 3 is illustrated more particularly in Figure 4. As illustrated in Figure 4, the motor 4 is arranged in a central area of ​​the drive system 3, specifically behind the middle of the aerodynamic element 2. Alternatively, according to an embodiment not shown, the motor 4 can be located in front of the middle of the aerodynamic element 2, particularly when the aerodynamic element 2 and its drive system 3 are arranged on a rear face of the motor vehicle 1.Powered by the energy supplied by the engine 4, the mechanism 5 of the drive system 3 enables the aerodynamic element 2 to move in a translational motion, in particular in a rectilinear translational motion along the longitudinal axis X of the motor vehicle 1. To do this, the mechanism 5 of the drive system 3 includes a base 6 fixed to the chassis of the motor vehicle 1 on which the aerodynamic element 2 is mounted. The base 6 has at least one housing configured to accommodate a piston rod 7 fixed to the aerodynamic element 2. The housing is configured to guide said piston rod 7 in the rectilinear translational motion in the manner of a slide.

[0042] The piston rod 7 is integral with the aerodynamic element 2 in the sense that one end of the piston rod 7 is embedded in the aerodynamic element 2 so as to form a single unit.

[0043] As illustrated in Figure 4, the aerodynamic element 2 has several piston rods 7, and more specifically four piston rods 7. The aerodynamic element 2 includes, in particular, two piston rods 7 located at the ends of the aerodynamic element 2 and two piston rods 7 located in a central area of ​​the aerodynamic element 2, on either side of the motor 4 of the drive system 3. In this embodiment, four bases 6, each comprising a housing configured to accommodate a piston rod 7 integral with the aerodynamic element 2, can be provided.

[0044] Alternatively, a single base 6 comprising four separate housings, i.e., one housing per piston rod 7 attached to the aerodynamic element 2, may be provided. Generally, the number of housings corresponds to the number of piston rods 7 attached to the aerodynamic element 2. In all these embodiments, each housing is configured to guide a piston rod 7 in the translational movement of the aerodynamic element 2.

[0045] The number and locations of the piston rods 7 attached to the aerodynamic element 2 and the housings in the base(s) 6 can be adjusted according to the type of vehicle, in order to ensure a homogeneous translational movement over the whole of the aerodynamic element 2. In other words, an appropriate arrangement and number of piston rods 7 attached to the aerodynamic element 2 and the housings in the base(s) 6 can allow controlled movement of the aerodynamic element 2 relative to the vehicle 1 on which it is mounted.

[0046] In order to convert the energy of the motor 4 into a translational motion of the aerodynamic element 2 along the longitudinal axis X of the motor vehicle 1, the mechanism 5 of the drive system 3 further comprises at least one pivoting plate 8, which is free to rotate relative to the base 6 and driven in rotation by the motor 4 around an axis of rotation that is perpendicular to the axis of translation of the slide formed by the housing of the base 6 and the piston rod 7. A shaft 9 arranged between the base 6 and the pivoting plate 8 can act as a pivot joint between these two components, as illustrated in the cross-sectional view of Figure 5. This allows for a compact arrangement of the mechanism 5 of the drive system 3.

[0047] Furthermore, the pivoting plate 8 is linked to the piston rod 7 which is integral with the aerodynamic element 2 so that the pivoting movement of the pivoting plate 8 results in a translational movement of the aerodynamic element 2 relative to the base 6.

[0048] The swivel plate 8 can be connected to the motor 4 via a cable 10, for example a Bowden cable, to ensure the rotation of the swivel plate 8 when the motor 4 is running. Thus, the pivoting plate 8 can be offset from the motor 4 and brought closer to the base 6 while remaining connected to the motor 4, as illustrated in Figure 4. The use of at least one cable 10 to connect the motor 4 and the pivoting plate 8 allows for a compact arrangement of the mechanism 5 of the drive system 3. The cable 10 can be flexible to allow greater flexibility in the arrangement of the components of the mechanism 5 of the drive system 3 of the aerodynamic element 2 within the motor vehicle 1 equipped with such a drive system 3. The cable 10 is, for example, crimped or welded to the pivoting plate 8. Other types of connection, removable or permanent, can be considered for linking the cable 10 to the pivoting plate 8.

[0049] According to a preferred embodiment, the mechanism 5 includes at least one pivoting plate 8 for each piston rod 7 attached to the aerodynamic element 2. Thus, as illustrated in Figure 4, the mechanism 5 includes four separate pivoting plates 8, each of its plates being associated with one of the piston rods 7 attached to the aerodynamic element 2.

[0050] In this specific embodiment, the mechanism 5 then includes two extremal pivoting plates 8 arranged at the ends of the aerodynamic element 2, these two extremal pivoting plates 8 cooperate with the piston rods 7 located at the ends of the aerodynamic element 2. The mechanism 5 also includes two central pivoting plates 8 which cooperate with the piston rods 7 located in the central region of the aerodynamic element 2.

[0051] In this specific embodiment, only the two central pivoting plates 8 are connected to the motor 4. As illustrated in Figure 4, two cables 10 connect the two central pivoting plates 8 to the motor 4, while the outer pivoting plates 8 are connected to the central pivoting plates 8 via other cables 10. In this specific embodiment, a rocker arm can connect the cables 10 to the motor 4. The presence of a rocker arm allows the use of a single motor 4 for a drive system 3 comprising several pistons; the rocker arm then distributes the forces exerted by the motor 4 onto the central pivoting plates 8 via the cables 10.

[0052] As illustrated in Figures 4, 6 and 7, the two central pivoting plates 8 have a quadrangular shape, while the two extremal pivoting plates 8 have a triangular shape.

[0053] According to an alternative embodiment not shown, the central and extreme pivoting plates can be quadrangular in shape so that the mechanism 5 comprises less diversity of parts, making it simpler to manufacture, and therefore more economical to produce.

[0054] Figure 6 illustrates in more detail the positions adopted by one of the extremal plates during the translational movement of the aerodynamic element 2: the image on the left of Figure 6 corresponds to the retracted position, the image in the middle of Figure 6 corresponds to the intermediate position and the image on the right of Figure 6 corresponds to the deployed position.

[0055] Similarly, Figure 7 illustrates in more detail the positions adopted by one of the central plates during the translational movement of the aerodynamic element 2: the image on the left of Figure 7 corresponds to the retracted position, the image in the middle of Figure 7 corresponds to the intermediate position, and the image on the right of Figure 7 corresponds to the deployed position. To transmit the movement of the pivoting plate 8 to the aerodynamic element 2, the pivoting plate 8 is linked to the piston rod 7, which is integral with the aerodynamic element 2. Several types of connections between the pivoting plate 8 and the piston rod 7, which is integral with the aerodynamic element 2, can be considered to convert the rotational movement of the pivoting plate 8 into a translational movement of the piston rod 7 relative to the housing in the base 6.

[0056] According to an unillustrated variant, a connecting rod can be arranged between the pivoting plate 8 and the piston rod 7 attached to the aerodynamic element 2. In this embodiment, the pivoting plate 8 acts as a crank and the mechanism 5 of the drive system 3 then resembles a connecting rod-crank-piston mechanism 5.

[0057] However, according to a preferred embodiment illustrated in all the figures, the mechanism 5 includes a finger 12 mounted on the piston rod 7, while the pivoting plate 8 includes a guide groove 14 configured to cooperate with the finger 12 of the piston rod 7. This allows for a more compact arrangement of the mechanism 5 of the drive system 3 than a connecting rod-crank-piston mechanism 5. This embodiment also makes it possible to limit the number of parts within the drive system 3 of the aerodynamic element 2. In order to allow movement of the finger 12 along the groove 14, the latter includes an operating clearance.

[0058] The finger 12 mounted on the piston rod 7 can, in particular, be in the form of a screw screwed into a bore in the piston rod 7, as illustrated in the cross-sectional view of Figure 3 and the cross-sectional view of Figure 5. The finger 12 is then removable, which facilitates the assembly of the drive system 3 of the aerodynamic element 2. Furthermore, using a screw to form the finger 12 mounted on the piston rod 7 is an economical and easily implemented option. In the embodiment illustrated in all the figures, the guide groove 14 in the pivoting plate 8 has an elongated, and in particular an oblong, shape. However, other shapes can be considered for this guide groove 14 in the pivoting plate 8.

[0059] According to a specific embodiment, the finger 12 mounted on the piston rod 7 extends perpendicularly to an axis of translation of the slide formed by the housing of the base 6 and by the piston rod 7 integral with the aerodynamic element 2. In other words, the finger 12 mounted on the piston rod 7 integral with the aerodynamic element 2 extends parallel to the axis of rotation around which the pivoting plate 8 pivots. Such an orientation of the finger 12 mounted on the piston rod 7 allows for a flat pivoting plate 8 rather than a folded pivoting plate 8 to ensure cooperation between the finger 12 mounted on the piston rod 7 and the guide groove 14 in the pivoting plate 8. This embodiment has the advantage of being simple to manufacture and assemble.

[0060] To make the mechanism 5 more compact, the finger 12 is mounted in a central area of ​​the piston rod 7 attached to the aerodynamic element 2, and the housing of the base 6 then has an opening 16 configured to allow the finger 12 of the piston rod 7 to pass through. This embodiment is illustrated in particular in Figures 4, 6, and 7. Alternatively, according to an embodiment not shown, the finger 12 can be arranged at a free end of the piston rod 7 attached to the aerodynamic element 2, the free end being located opposite the end of the piston rod 7 embedded in the aerodynamic element 2.

[0061] The opening 16 has, in particular, an elongated shape, for example, an oblong shape. Advantageously, the ends of said opening 16 in the base 6 can form stops to limit the movement of the finger 12 mounted on the piston rod 7 attached to the aerodynamic element 2 during a translational movement of said aerodynamic element 2. In this particular embodiment, it is the length of the opening 16 in the base 6 that dictates the maximum stroke of the aerodynamic element 2 between its retracted and deployed positions. This is illustrated more particularly in Figures 6 and 7.

[0062] In a preferred embodiment, the mechanism 5 of the drive system 3 includes a spring return element 18 configured to exert a restoring force on one of the components of the mechanism 5 in order to return the aerodynamic element 2 to its retracted position. The presence of such a spring return element 18 makes it possible to return the aerodynamic element 2 to its retracted position without having to install additional cables 10 in this mechanism 5.

[0063] According to a first variant of this embodiment, the elastic return element 18 can be in the form of a torsion spring 18 arranged between the pivot plate 8 and the base 6. One end of the torsion spring 18 is fixed to the base 6 while the other end of the torsion spring 18 is fixed to the pivot plate 8. The axis of the torsion spring 18 is coaxial with the axis of the pivot joint between the pivot plate 8 and the base 6. The coils of the torsion spring 18 are arranged around the axis 9 of this pivot joint, as illustrated in Figure 5. In this first variant, the elastic return element 18 is then configured to exert a restoring force on the pivot plate 8 in order to return the aerodynamic element 2 to its retracted position.

[0064] According to a second variant (not shown) of this embodiment, the elastic return element 18 can be in the form of a tension-compression spring. The tension-compression spring is arranged, for example, around the piston rod 7, which is integral with the aerodynamic element 2. One end of the tension-compression spring is integral with the piston rod 7, while the other end is integral with the base 6. In this second variant, the elastic return element 18 is configured to exert a restoring force on the piston rod 7 in order to return the aerodynamic element 2 to its retracted position.

[0065] According to a preferred embodiment, and in order to improve the sliding of the piston rod(s) 7 attached to the aerodynamic element 2 in the housing of the base 6 and / or to improve the pivoting of the pivot joint between the pivot plate 8 and the base 6, the mechanism 5 may optionally include at least one ring 20 (also called a "bearing"), in particular a self-lubricating ring 20, as illustrated in particular in Figures 3 and 5. The ring 20 may be arranged around the axis 9 of the pivot joint between the pivot plate 8 and the base 6. In addition, or alternatively, at least one ring 20, and more particularly two self-lubricating rings 20, may be arranged between the piston rod 7 and the housing of the base 6. The two self-lubricating rings 20 are, for example, arranged around the piston rod 7, as illustrated in Figure 3.

[0066] Such bushings 20 prevent troublesome friction between the components of the mechanism 5 and help prevent premature wear of the parts involved in the mechanical connection. The use of one or more self-lubricating bushings 20 can also facilitate the lubrication of the various mechanical connections, thus contributing to their smooth operation and, consequently, to the overall efficiency of the mechanism 5 and the drive system 3. Alternatives can be considered to improve the sliding of the piston rod(s) 7 attached to the aerodynamic element 2 within the housing of the base 6 and / or the pivoting of the pivot joint between the pivot plate 8 and the base 6, such as the use of a bearing, or any other solution that achieves the same, or at least a similar, effect.

[0067] As an indication, the response time of such a drive system for an aerodynamic element 2 can be between five tenths of a second and two seconds, so the drive system 3 is particularly responsive.

[0068] The drive system 3 as previously described can be intended for the movement of an aerodynamic element placed at the rear of the vehicle, the aerodynamic element being an aerodynamic blade or a spoiler having an effect on the behavior of the vehicle and / or on the aerodynamic drag of the vehicle.

[0069] Without departing from the scope of the invention, the drive system 3 of the aerodynamic element 2 can enable the movement and stopping of the aerodynamic element 2 between the retracted and deployed positions. Furthermore, the control can be performed continuously in order to position the aerodynamic element 2 anywhere between the retracted and deployed positions, the number of positions being virtually infinite, at least depending on the desired aerodynamic effect.

Claims

DEMANDS 1. A drive system (3) for an aerodynamic element (2), in particular an aerodynamic blade, intended to be mounted on a motor vehicle (1), the drive system (3) comprising a motor (4), a mechanism (5) and the aerodynamic element (2), the motor being configured to drive the aerodynamic element (2) via the mechanism (5) in a translational movement about an axis, in particular a longitudinal axis (X) of the motor vehicle (1), between a retracted position and a deployed position, the drive system (3) for the aerodynamic element (2) being characterized in that said mechanism (5) comprises: - a base (6) having a housing cooperating with a piston rod (7) integral with the aerodynamic element (2) in order to guide said piston rod (7) in the translational movement in the manner of a slide; - a pivoting plate (8) movable in rotation relative to the base (6) and intended to be driven in rotation by the motor (4) around an axis of rotation perpendicular to the axis of translation of the slide formed by the housing of the base (6) and by the piston rod (7), the pivoting plate (8) being linked to the piston rod (7) integral with the aerodynamic element (2).

2. Drive system (3) according to the preceding claim, characterized in that it comprises a cable (10), in particular a Bowden cable, connecting the pivoting plate (8) to the motor (4).

3. A drive system according to any one of the preceding claims, characterized in that the mechanism (5) comprises a finger (12) mounted on the piston rod (7) and in that the pivoting plate (8) comprises a guide groove (14) configured to cooperate with the finger (12) of the piston rod (7).

4. Drive system according to the preceding claim, characterized in that the finger (12) mounted on the piston rod (7) extends perpendicularly to an axis of translation of the slide formed by the housing of the base (6) and by the piston rod (7) integral with the aerodynamic element (2).

5. Drive system according to any one of claims 3 or 4, characterized in that the finger (12) is mounted in a central area of ​​the piston rod (7) and in that the housing of the base (6) has a light (16) configured to allow passage of the finger (12) of the piston rod (7).

6. Drive system according to the preceding claim, characterized in that the light (16) has an elongated shape and in that the ends of said light (16) form stops to limit the movement of the finger (12) mounted on the piston rod (7) attached to the aerodynamic element (2) during a translational movement of the aerodynamic element (2).

7. A drive system according to any one of the preceding claims, characterized in that the mechanism (5) comprises an elastic return element (18) configured to exert a return force on one of the components of the mechanism (5) in order to return the aerodynamic element (2) to its retracted position.

8. A drive system according to any one of the preceding claims, characterized in that the mechanism (5) comprises at least one ring (20), in particular a self-lubricating ring (20) to improve the sliding of the piston rod (7) integral with the aerodynamic element (2) in the housing of the base (6) and / or to improve the pivoting of the pivot joint between the pivot plate (8) and the base (6).

9. A drive system according to any one of the preceding claims, characterized in that the aerodynamic element (2) has several piston rods (7) and in that the mechanism (5) includes at least one pivoting plate (8) for each piston rod (7) attached to the aerodynamic element (2).

10. A drive system according to any one of the preceding claims, characterized in that at least a portion of the aerodynamic element (2) has a honeycomb structure and / or a lattice structure.

11. Motor vehicle (1), characterized in that it comprises a drive system (3) of an aerodynamic element (2) according to one of the preceding claims.

12. Vehicle according to the preceding claim, characterized in that the aerodynamic element (2) is an aerodynamic blade arranged on a front bumper of the vehicle, in particular at the level of a lower part of the front bumper.

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