A motor vehicle with an automatically adjustable front wing and with an automatically adjustable rear wing, which are each adjustable in a controlled manner by an actuator. The motor vehicle has a front axle with front wheels and a rear axle with rear wheels. By way of the adjustment of the front wing and/or the rear wing, a downforce is caused on the front axle due to the inflow of air onto the front axle, and a downforce on the rear axle is caused due to the inflow of air onto the rear axle. A resulting downforce passing through a point can be produced, and an aero balance can be adjusted. The downforce on the front axle, the downforce on the rear axle, the resulting downforce, and/or the aero balance can be controlled and/or adjusted automatically and/or manually.

A motor vehicle with an automatically settable front wing and an automatically settable rear wing, each of which is settable under the control of an actuator. Owing to the incident flow of air at the front axle, a downforce at the front axle (FDF) can be set by positioning the front wing. Owing to the incident flow of air at the rear axle, a downforce at the rear axle (RDF) can be set by positioning the rear wing. A resultant downforce (DF) acting through a point (CoP) can be generated and an aero balance (AB) can be set. The rear wing and/or the front wing can be set automatically in dependence on an operating state of the motor vehicle such that a predetermined downforce (FDF) at the front axle, a predetermined downforce (RDF) at the rear axle, a predetermined resultant downforce (DF) and/or a predetermined aero balance (AB) is obtained.

A wheeled vehicle includes a diffuser affixed directly or indirectly to a frame or formed as part of the frame. The diffuser defines a tunnel-shaped void disposed at a bottom of the vehicle open to the ground surface below. The tunnel starts at a proximal end with a first height and increases to a second height closer to the rear portion. A distal end of the diffuser is open to the rear portion. A thruster is affixed directly or indirectly to the frame, the thruster having an exhaust outlet disposed at, near or within the diffuser aimed at the tunnel-shaped void. The exhaust outlet is disposed a distance away from the distal end of the diffuser, wherein the exhaust outlet is configured to introduce a moving airstream into the diffuser thereby increasing downforce of the wheeled vehicle generated by the diffuser while wheeled vehicle is stationary or moving.

A spoiler mechanism (13) for a vehicle (10) includes a spoiler (16) that has a stowed position and first and second deployed positions. An actuator (22) is configured to move the spoiler (16) though the stowed and first and second deployed positions in response to a command. A multi-link assembly (20) is interconnected by pivot points. The multi-link assembly (20) is operatively connected to the spoiler (16). In the first deployed position at least three pivot points are aligned with one another in a plane and provide a first geometrically locked position. In the second deployed position a second geometrically locked position is provided in which a link of the multi-link assembly (20) abuts another structure.

This invention provides aerodynamic structures for the rear of a cargo body that move between a deployed position and a retracted position. The aerodynamic structures are typically three-sided, with a top panel and opposing side panels that form a partial cavity at the rear of the body. The panels employ tensioned flexible (e.g. fabric) panels or rigid/semi-rigid panels that are stowed, rolled, or folded in a retracted position against the rear of the door frame (for flexible panels) of the cargo body, or along the sides of the cargo body (for rigid/semi-rigid panels). The rigid/semi-rigid panels can be stored within nacelles that protect the panels and improve aerodynamic performance. Various linkages, including rotating rigid members attached to the rear of the body can coordinate movement between a top panel and side panels between deployed and retracted positions and a variety of powered and non-powered actuators can facilitate panel movement.

An adjustable rear bumper spoiler system for a vehicle controls air turbulence by driving the air spoiler device so that the vehicle can be pressed downwards during high-speed driving. The adjustable rear bumper spoiler system also controls air turbulence by driving flap devices so that the vehicle body is pressed downwards with respect to the turning direction during turning. This consequently improves the driving performance and driving reliability of the vehicle.

A vehicle accessory includes a body portion. The body portion is made substantially of aluminum composite material. The vehicle accessory further includes at least one connector for selectively attaching the body portion to a portion of an automobile. The body portion includes a front edge and a rear edge. The front edge is curved along at least a portion thereof. The front and rear edges are laterally opposed from each other. The rear edge extends substantially linearly from a first corner to a second corner. The first and second corners are formed at junctions between the front edge and the rear edge.

An active rear airfoil arrangement (10) for a trailing area of a vehicle having a turbulence creating area. The arrangement (10) is for connection with a static rear horizontal spoiler (20) associated with the rear portion of a vehicle and includes an active rear horizontal spoiler (30a, 30b, 30c). The active rear horizontal spoiler (30a, 30b, 30c) moves to a deployed position and forms a flow passage (48a, 48b, 48c, 48d) that extends horizontally across the top of a liftgate (12). In another aspect of the invention the active rear airfoil arrangement (10) includes vertical left and right active spoilers (32a,32b; 36a,36b) that move to create a flow passage (74,76,88,90) on the left side and right side of a liftgate (12).

An active aerodynamic system for a vehicle includes a movable exterior component disposed over a force sensor that is responsive to an aerodynamic force applied to the exterior surface, and a plurality of two or more linear actuators configured to move the movable exterior component responsive to the force applied to the exterior surface. A controller is configured to detect the aerodynamic force applied to the movable exterior component and to command the linear actuators to move the movable exterior component responsive to the aerodynamic force applied thereto. The controller may take into account other factors, such as vehicle speed, in determining a setting for the position of the movable exterior component and/or for determining a desired amount of aerodynamic force that the movable exterior component should have.

An air conduction device for a motor vehicle includes an air conduction element and a movement device. The air conduction element is movably configured relative to the remaining body as at least part of a tail side part of a body of the vehicle. The air conduction element can be brought into an inoperative position and at least one final operating position. The tail side part has a flow guiding area along which air flows which is designed to face an area surrounding the motor vehicle. The air conduction element has a surface which is at least part of the flow guiding area. The air conduction element is configured in its final operating position to lengthen the flow guiding area in the direction of a longitudinal body axis (X) of the body. The air conduction element can be brought into its positions with the help of the movement device.