An automobile comprising first and second flaps provided on either side of a centerline on the underside of the automobile is provided. Each flap is deployable from first positions that extend minimally into the flow to respective second positions where each flap extends maximally into the flow of air when the automobile is in motion to reduce the downforce generated by the automobile. A control unit adapted to receive inputs that indicate the dynamic state of the automobile is further provided. The control unit select positions of the first and second flaps depending on the dynamic state to control the downforce generated by the automobile. If the inputs indicate that the automobile is cornering, the positions of the first and second flaps are selected so as to counter roll of the automobile.

An automobile comprising first and second flaps provided on either side of a centerline on the underside of the automobile is provided. Each flap is deployable from first positions that extend minimally into the flow to respective second positions where each flap extends maximally into the flow of air when the automobile is in motion to reduce the downforce generated by the automobile. A control unit adapted to receive inputs that indicate the dynamic state of the automobile is further provided. The control unit select positions of the first and second flaps depending on the dynamic state to control the downforce generated by the automobile. If the inputs indicate that the automobile is cornering, the positions of the first and second flaps are selected so as to counter roll of the automobile.

An active aerodynamic underbody shield system includes an underbody shield with a vent, a panel displaceable between a vent closing position and a vent opening position, an actuator to displace the panel and a controller for the actuator. The controller is configured to open the vent during vehicle braking to reduce downforce and therefore provide better lift balance adjustment for the motor vehicle. A method of reducing downforce and providing better lift balance adjustment during vehicle braking is also provided.

A method for controlling an active aerodynamic element in a vehicle having road wheels with tires in contact with a road surface includes receiving driver input signals and vehicle kinematics data. The driver input signals correspond to a requested aerodynamic performance operating point. Tire coefficients of friction in the longitudinal and lateral directions are provided to the controller. Desired longitudinal and lateral forces acting on the tires are determined using the input signals, kinematics data, and actual force data. Additionally, a desired total aerodynamic downforce for meeting the aerodynamic performance operating point is determined as a function of the tire forces and coefficients. A position of the aerodynamic element(s) is controlled such that the total aerodynamic downforce is achieved. A system includes the aerodynamic element(s), actuator(s), and controller. A vehicle includes the body, road wheels, active aerodynamic element(s), actuator(s), and controller.

A method for controlling an active aerodynamic element in a vehicle having road wheels with tires in contact with a road surface includes receiving driver input signals and vehicle kinematics data. The driver input signals correspond to a requested aerodynamic performance operating point. Tire coefficients of friction in the longitudinal and lateral directions are provided to the controller. Desired longitudinal and lateral forces acting on the tires are determined using the input signals, kinematics data, and actual force data. Additionally, a desired total aerodynamic downforce for meeting the aerodynamic performance operating point is determined as a function of the tire forces and coefficients. A position of the aerodynamic element(s) is controlled such that the total aerodynamic downforce is achieved. A system includes the aerodynamic element(s), actuator(s), and controller. A vehicle includes the body, road wheels, active aerodynamic element(s), actuator(s), and controller.

An air brake assembly for a wheeled vehicle includes a first and a second rigid substrate pivotably connected at their respective seconds ends at a first joint. A first and a second support are pivotably connected at their respective second ends to the frame at a second joint. A first support first end is pivotably connected between the first and second ends of the first rigid substrate at a third joint. A second support first end is pivotably connected between the first and second ends of the second rigid substrate at a fourth joint. An actuator connected to the frame moves the first joint forwards and backwards. The first and the second rigid substrates are adjacent one another in a closed position for minimal air braking affect and are at an acute angle to one another in an open position for an increased air braking affect.

An air brake assembly for a wheeled vehicle includes a first and a second rigid substrate pivotably connected at their respective seconds ends at a first joint. A first and a second support are pivotably connected at their respective second ends to the frame at a second joint. A first support first end is pivotably connected between the first and second ends of the first rigid substrate at a third joint. A second support first end is pivotably connected between the first and second ends of the second rigid substrate at a fourth joint. An actuator connected to the frame moves the first joint forwards and backwards. The first and the second rigid substrates are adjacent one another in a closed position for minimal air braking affect and are at an acute angle to one another in an open position for an increased air braking affect.

A vehicle includes a vehicle body and a regenerative air brake system disposed inside the vehicle body. The regenerative air brake system includes a conduit, a turbine positioned in the conduit, and an electrical generator operatively connected to the turbine and positioned remotely from the conduit. The regenerative air brake system may be activated during vehicle braking events to assist in decelerating the moving vehicle.

A vehicle includes a vehicle body and a regenerative air brake system disposed inside the vehicle body. The regenerative air brake system includes a conduit, a turbine positioned in the conduit, and an electrical generator operatively connected to the turbine and positioned remotely from the conduit. The regenerative air brake system may be activated during vehicle braking events to assist in decelerating the moving vehicle.

A regenerative braking system for an electrified vehicle includes a battery system, an electric motor and a regenerative system resistor. The battery system selectively stores and delivers power. The electric motor is powered by the battery system and transfers drive torque to a driveline for propulsion of the vehicle and that selectively directs regenerative power in a first mode to the battery system during regenerative braking. The regenerative system resistor is selectively moveable between a first position during the regenerative braking in the first mode and a second position where regenerative power is directed to the regenerative system resistor and dissipated as heat in a second mode.