Vehicle having rear spoiler with active vertical side plates, and method of controlling the same

A vehicle includes a rear spoiler having a central portion, a first vertical side plate that is disposed at a first lateral edge of the central portion, and a second vertical side plate that is disposed at a second lateral edge of the central portion. An actuating system is coupled to the first vertical side plate and the second vertical side plate for moving the first vertical side plate and the second vertical side plate independently of each other about a first vertical axis and a second vertical axis respectively. A vehicle controller senses a current operating condition of the vehicle, determines an optimal position for each of the first vertical side plate and the second vertical side plate respectively for the current operating condition, and signals the actuating system to move the first vertical side plate and the second vertical side into their respective optimal positions.

TECHNICAL FIELD

The disclosure generally relates to a vehicle having an aerodynamic control system, and a method of controlling the vehicle.

BACKGROUND

Some vehicles are equipped with an aerodynamic control system, which may include a rear spoiler to control aerodynamic forces acting on the vehicle. The aerodynamic control system is used to improve the dynamic performance of the vehicle. The rear spoiler includes a central, horizontal portion, which is often configured as a downforce generating device. The central portion of the rear spoiler may generate a downforce on the vehicle as air passes across the rear spoiler. In some examples, the rear spoiler may include vertical side plates that are fixedly attached to the lateral edges of the central, horizontal portion.

SUMMARY

A vehicle is provided. The vehicle includes a body that extends along a longitudinal axis. The body defines a width that is perpendicular to the longitudinal axis of the body. An aerodynamic control system is attached to the body. The aerodynamic control system includes a central portion, a first side plate, and a second side plate. The central portion extends laterally across the width of the body. The first side plate is disposed at a first lateral edge of the central portion, is positioned in a substantially vertical orientation, and extends in a direction substantially parallel with the longitudinal axis of the body. The second side plate is disposed at a second lateral edge of the central portion, is positioned in a substantially vertical orientation, and extends in a direction substantially parallel with the longitudinal axis of the body. An actuating system is coupled to each of the first side plate and the second side plate. The actuating system is operable to move the first side plate and the second side plate independently of each other about a first vertical axis and a second vertical axis respectively.

A method of controlling a vehicle is also provided. The vehicle includes a body, and a rear spoiler having a central portion, a first vertical side plate, and a second vertical side plate. The first vertical side plate is disposed at a first lateral edge of the central portion. The second vertical side plate is disposed at a second lateral edge of the central portion. The method includes sensing at least one operating condition of the vehicle with at least one vehicle sensor, and determining a current spatial orientation of the body relative to a current direction of travel of the body based on the sensed operating condition of the vehicle. The current spatial orientation of the body relative to the current direction of travel of the body is determined with a controller. The controller includes tangible non-transitory memory having computer executable instructions recorded thereon, including an aerodynamic control module. The controller further includes a processor operable to execute the aerodynamic control module to determine the current spatial orientation of the body relative to the current direction of travel of the body. The aerodynamic control module of the controller is used to determine an optimal position for each of the first vertical side plate and the second vertical side plate respectively, relative to the longitudinal axis, for the current spatial orientation of the body relative to the current direction of travel of the body. An actuating system is signaled by the controller to move the first vertical side plate and the second vertical side plate into their respective optimal positions for the current spatial orientation of the body relative to the current direction of travel of the body. The first vertical side plate and the second vertical side plate are then moved into their respective optimal positions with the actuating system.

Accordingly, the aerodynamic control system includes a rear spoiler with vertical side plates that are independently moveable relative to each other. The vertical side plates of the rear spoiler may be positioned to optimize the dynamic performance of the vehicle, for the current spatial orientation of the vehicle and the current direction of travel of the vehicle, to control aerodynamic forces acting on the vehicle in a lateral direction relative to the longitudinal axis of the vehicle.

DETAILED DESCRIPTION

Referring to the Figures, wherein like numerals indicate like parts throughout the several views, a vehicle is generally shown at20. Referring toFIGS. 1 and 3-6, the vehicle20includes a body22that extends along a longitudinal axis24, between a forward end and a rearward end. The body22defines a width30that is perpendicular to the longitudinal axis24. The width30extends along a lateral cross axis32of the body22, which is perpendicular to the longitudinal axis24. The lateral cross axis32and the longitudinal axis24cooperate to define a horizontal plane that is positioned approximately parallel with a ground surface, and generally extends through a center of the vehicle20.

The vehicle20includes an aerodynamic control system34that is attached to the body22. The aerodynamic control system34controls and/or generates aerodynamic forces acting on the body22for improving the dynamic performance of the vehicle20. The aerodynamic control system34includes a rear spoiler36having a central portion38, a first side plate40, and a second side plate42. The first side plate40and the second side plate42may alternatively be referred to herein as the first vertical side plate40and the second vertical side plate42respectively.

The rear spoiler36is positioned adjacent the rearward end of the vehicle20. The central portion38of the rear spoiler36extends laterally along or across the width30of the body22, and is disposed generally parallel with the horizontal plane defined by the longitudinal axis24and the lateral cross axis32. The central portion38of the rear spoiler36may be configured for generating a downforce on the body22in response to air flowing across the central portion38in the direction of the longitudinal axis24.

Referring toFIGS. 3 through 6, the first side plate40is disposed at a first lateral edge44of the central portion38. The first side plate40is includes a substantially planar structure that is positioned in a substantially vertical orientation, and is generally disposed along a first plane when positioned in a parallel, generally forward position. The first plane is oriented to extend generally vertically relative to the horizontal plane defined by the longitudinal axis24and the lateral cross axis32, and to extend generally along or parallel with the longitudinal axis24of the body22.

The first side plate40is rotatable relative to the central portion38and the body22of the vehicle20, about a first vertical axis46. The first vertical axis46is preferably disposed on the first plane. The first side plate40is rotatable about the first vertical axis46to change a yaw angle of the first side plate40relative to the longitudinal axis24of the vehicle20. A forward edge48of the first vertical plate may be rotated either inward toward the longitudinal axis24, or outward away from the longitudinal axis24. The yaw angle of the first side plate40is the angle disposed on the horizontal plane between the first side plate40and the longitudinal axis24. For example, if the first side plate40is orientated to extend parallel with the longitudinal axis24, such as shown inFIGS. 3 and 6, the yaw angle of the first side plate40would equal zero. Alternatively, if the first side plate40is orientated to define an angle between the first side plate40and the longitudinal axis24, such as shown inFIGS. 4 and 5, then the yaw angle of the first side plate40is equal to the angle between the first side plate40and the longitudinal axis24, measured on the horizontal plane. The yaw angle of the first side plate40may be either inward toward the longitudinal axis24, or outward away from the longitudinal axis24.

The second side plate42is disposed at a second lateral edge50of the central portion38. The first lateral edge44and the second lateral edge50of the central portion38of the rear spoiler36are disposed on opposing sides of the body22, across the longitudinal axis24from each other. The second side plate42includes a substantially planar structure that is positioned in a substantially vertical orientation, and is generally disposed along a second plane when positioned in a parallel, generally forward position. The second plane is oriented to extend generally vertically relative to the horizontal plane defined by the longitudinal axis24and the lateral cross axis32, and to extend generally along or parallel with the longitudinal axis24of the body22.

The second side plate42is rotatable relative to the central portion38and the body22of the vehicle20, about a second vertical axis52. The second vertical axis52is preferably disposed on the second plane. The second side plate42is rotatable about the second vertical axis52to change a yaw angle of the second side plate42relative to the longitudinal axis24of the vehicle20. A forward edge54of the second vertical side plate42may be rotated either inward toward the longitudinal axis24, or outward away from the longitudinal axis24. The yaw angle of the second side plate42is the angle disposed between the second side plate42and the longitudinal axis24, measured on the horizontal plane. For example, if the second side plate42is orientated to extend parallel with the longitudinal axis24, such as shown inFIG. 3, the yaw angle of the second side plate42would equal zero. Alternatively, if the second side plate42is orientated to define an angle between the second side plate42and the longitudinal axis24, such as shown inFIGS. 4-6, then the yaw angle of the second side plate42is equal to the angle on the horizontal plane between the second side plate42and the longitudinal axis24. The yaw angle of the second side plate42may be either inward toward the longitudinal axis24, or outward away from the longitudinal axis24.

The vehicle20includes at least one sensor, disposed in communication with a vehicle20controller56, and operable to provide data to the controller56. The at least one vehicle20sensor may include, but is not limited to at least one of a steering wheel angle sensor58, a vehicle yaw sensor60, a wheel speed sensor62for each wheel of the vehicle20, a throttle position sensor64, or a brake fluid pressure sensor66for each brake caliper of each wheel of the vehicle20. The steering wheel angle sensor58is operable to sense data related to the angular position of a steering wheel68to determine a position and/or orientation of the steering wheels68of the vehicle20, i.e., the wheels that turn relative to the body22. The vehicle yaw sensor60is operable to sense data related to a yaw angle70of the body22, shown inFIG. 6. The yaw angle70of the body22is defined herein as the angle, right or left, between the longitudinal axis24of the body22and a direction of travel of the body22on the horizontal plane defined by the longitudinal axis24and lateral cross axis32of the body22. Each wheel speed sensor62is operable to sense a rotational speed of its respective wheel. Each brake fluid pressure sensor66is operable to sense a brake fluid pressure being applied at its respective brake caliper. The throttle position sensor64is operable to sense a position of a throttle pedal. It should be appreciated that the vehicle20may include other sensors for sensing other operating conditions of the vehicle20, which may be used by the controller56as described below.

Referring toFIGS. 3 through 6, the aerodynamic control system34further includes an actuating system72, which is coupled to each of the first side plate40and the second side plate42. The actuating system72is operable to move the first side plate40and the second side plate42, independently of each other, about the first vertical axis46and the second vertical axis52respectively. The actuating system72may include at least one actuator74that is coupled to the first side plate40and the second side plate42, and operable to move the first side plate40and the second side plate42, in response to a control signal from the vehicle20controller56. The actuator74may include, but is not limited to, one of an electric actuator74, a hydraulic actuator74, or a pneumatic actuator74. The actuating system72may further include all connections, linkages, drives, gearing, etc., necessary to couple the actuator74to the first side plate40and the second side plate42respectively.

The controller56includes a tangible non-transitory memory76having computer executable instructions recorded thereon, including an aerodynamic control module80. The controller56further includes a processor78that is operable to execute the aerodynamic control module80to determine a spatial orientation of the body22relative to a direction of travel of the body22, and to determine an optimal position for each of the first side plate40and the second side plate42respectively, relative to the longitudinal axis24. The controller56is also operable to signal the actuating system72to position the first side plate40and the second side plate42in their respective optimal positions. The aerodynamic control module80uses the data from the vehicle20sensor(s) to determine the spatial orientation of the body22relative to a direction of travel of the body22.

The controller56may be embodied as one or multiple digital computers or host machines each having one or more processors78, read only memory76(ROM), random access memory76(RAM), electrically-programmable read only memory76(EPROM), optical drives, magnetic drives, etc., a high-speed clock, analog-to-digital (A/D) circuitry, digital-to-analog (D/A) circuitry, and any required input/output (I/O) circuitry, I/O devices, and communication interfaces, as well as signal conditioning and buffer electronics.

The computer-readable memory76may include any non-transitory/tangible medium which participates in providing data or computer-readable instructions. Memory76may be non-volatile or volatile. Non-volatile media may include, for example, optical or magnetic disks and other persistent memory76. Example volatile media may include dynamic random access memory76(DRAM), which may constitute a main memory76. Other examples of embodiments for memory76include a floppy, flexible disk, or hard disk, magnetic tape or other magnetic medium, a CD-ROM, DVD, and/or any other optical medium, as well as other possible memory76devices such as flash memory76.

Referring toFIG. 2, a process that the controller56follows to determine whether or not to activate the aerodynamic control system34to move the first side plate40and the second side plate42out of their parallel, generally forward positions, and into their respective optimal positions for the current driving conditions of the vehicle20, is generally shown. The controller56first determines, generally indicated by box90, if a transmission of the vehicle20is disposed in a forward drive position, or if the transmission of the vehicle20is disposed in a non-forward drive position, such as reverse, park, parallel, etc. If the controller56determines that the transmission is disposed in a non-forward drive position, generally indicated at92, then the controller56does not activate the aerodynamic control system34, generally indicated by box94, and the first side plate40and the second side plate42remain in their respective parallel, generally forward positions. If the controller56determines that the transmission is disposed in a forward drive position, generally indicated at96, then the controller56continues to determine if a speed of the vehicle20is equal to or greater than a calibrated minimum speed, or if the speed of the vehicle20is less than the calibrated minimum speed, generally indicated by box98. The calibrated minimum speed is a lower speed, below which the controller56does not activate the aerodynamic control system34. The calibrated minimum speed may be defined to include any desirable value for each specific vehicle20.

If the controller56determines that the speed of the vehicle20is less than the calibrated minimum speed, generally indicated at100, then the controller56either does not activate the aerodynamic control system34, generally indicated by box94, and the first side plate40and the second side plate42remain in their respective parallel, generally forward positions, or the controller56returns the first side plate40and the second side plate42to their respective parallel, generally forward positions. If the controller56determines that the speed of the vehicle20is equal to or greater than the calibrated minimum speed, generally indicated at102, then the controller56continues to determine, generally indicated by box104, if the angular displacement of the steering wheel, measured from a parallel position, is equal to or greater than a calibrated minimum angular displacement, or if the angular displacement of the steering wheel is less than the calibrated minimum angular displacement.

If the controller56determines that the angular displacement of the steering wheel is less than the calibrated minimum angular displacement, generally indicated at106, then the controller56either does not activate the aerodynamic control system34, generally indicated by box94, and the first side plate40and the second side plate42remain in their respective parallel, generally forward positions, or the controller56returns the first side plate40and the second side plate42to their respective parallel, generally forward positions. However, if the controller56determines that the angular displacement of the steering wheel is equal to or greater than the calibrated minimum angular displacement, generally indicated at108, then the controller56calculates, generally indicated by box110, an optimal position for each of the first side plate40and the second side plate42, for the current operating conditions of the vehicle20, and signals, generally indicated by box112, the actuating system72to move the first side plate40and the second side plate42to their respective optimal positions.

When the controller56determines that the speed of the vehicle20is equal to or greater than the calibrated minimum speed, generally indicated at102, then the controller56continues to determine, generally indicated by box114, if a lateral force of the vehicle20is equal to or greater than a calibrated minimum force, or if the lateral force of the vehicle20is less than the calibrated minimum force.

If the controller56determines that the lateral force of the vehicle20is less than the calibrated minimum force, generally indicated at 116, then the controller56either does not activate the aerodynamic control system34, generally indicated by box118, and the first side plate40and the second side plate42remain in their respective parallel, generally forward positions, or the controller56returns the first side plate40and the second side plate42to their respective parallel, generally forward positions. However, if the controller56determines that the lateral force of the vehicle20is equal to or greater than the calibrated minimum force, generally indicated at 120, then the controller56calculates, generally indicated by box110, an optimal position for each of the first side plate40and the second side plate42, for the current operating conditions of the vehicle20, and signals, generally indicated by box112, the actuating system72to move the first side plate40and the second side plate42to their respective optimal positions.

Additionally, when the controller56determines that the speed of the vehicle20is equal to or greater than the calibrated minimum speed, generally indicated at102, then the controller56continues to determine, generally indicated by box122, if a brake fluid pressure currently being applied at the brake caliper of one of the wheels is equal to or greater than a calibrated minimum brake fluid pressure, or if the brake fluid pressure currently being applied to all of the wheels is less than the calibrated minimum brake fluid pressure. The calibrated minimum brake fluid pressure may be dependent upon, for example, the aerodynamic performance of the vehicle20, the anticipated driving situations of the vehicle20, a desired performance and/or efficiency level of the vehicle20, or on many other different considerations.

Determining if a brake fluid pressure currently being applied at the brake caliper of one of the wheels is equal to or greater than a calibrated minimum brake fluid pressure, or is less than the calibrated minimum brake fluid pressure includes sensing the brake fluid pressure being applied to each caliper controlling each wheel of the vehicle20. The corner brake fluid pressure of the vehicle20may be sensed in any suitable manner, such as but not limited to sensing a brake fluid pressure at each wheel's brake caliper with the brake fluid pressure sensor66located at each wheel's brake caliper respectively, or via predictive modeling in the brake controller that can provide this data. The brake fluid pressure may be analyzed to determine if the vehicle20is actively operating a stability control system, by applying brake fluid pressure to one corner of the vehicle20more than the other corners of the vehicle20. The brake fluid pressure acting on each wheel is sensed to determine if the brake fluid pressure being applied to each of the wheels is less than, equal to or greater than the calibrated minimum brake fluid pressure.

If the controller56determines that the brake fluid pressure currently being applied at one of the wheels is less than the calibrated minimum brake fluid pressure, generally indicated at124, then the controller56may determine that the vehicle20is not actively or currently operating a stability control system, and either does not activate the aerodynamic control system34, generally indicated by box118, and the first side plate40and the second side plate42remain in their respective parallel, generally forward positions, or the controller56returns the first side plate40and the second side plate42to their respective parallel, generally forward positions. However, if the controller56determines that the brake fluid pressure currently being applied at one of the wheels is equal to or greater than the calibrated minimum brake fluid pressure, generally indicated at126, then the controller56may determine that the vehicle20is actively operating a stability control system, and calculates, generally indicated by box110, an optimal position for each of the first side plate40and the second side plate42, for the current operating conditions of the vehicle20, and signals, generally indicated by box112, the actuating system72to move the first side plate40and the second side plate42to their respective optimal positions.

Once the controller56signals the actuating system72to move the first side plate40and the second side plate42into their respective optimal positions for the current operating conditions of the vehicle20, the controller56continues to monitor the operating conditions of the vehicle20, and continually and cyclically repeats the above described process, generally indicated at128.

A method of controlling the vehicle20, and particularly the aerodynamic control system34is described below. The method includes sensing at least one operating condition of the vehicle20with at least one of the vehicle20sensors. As described above, the vehicle20sensor may include, but is not limited to, at least one of the steering wheel angle sensor58, the vehicle yaw sensor60, the wheel speed sensor62for each wheel of the vehicle20, the throttle position sensor64, or the brake fluid pressure sensor66at each brake caliper of each wheel of the vehicle20. Sensing the operating condition(s) of the vehicle20may include, but are not limited to, sensing at least one of the steering wheel angle with the steering wheel angle sensor58, the vehicle yaw position with the vehicle yaw sensor60, the wheel speed of each wheel with its respective wheel speed sensor62, the position of the throttle pedal with the throttle position sensor64, and the applied brake fluid pressure at each brake caliper of each wheel with its respective brake fluid pressure sensor66.

Once the data related to the current operating conditions of the vehicle20is sensed, the sensor(s) sends the sensed data related to the current operating condition of the vehicle20to the controller56. The controller56uses the data from the various different sensors to determine whether or not to activate the aerodynamic control system34, and if so, to determine the optimal positions of the first side plate40and the second side plate42respectively, for the current operating conditions of the vehicle20. The data may be sent from the various sensors to the controller56in any manner suitable for communicating data between different components of the vehicle20.

If the controller56determines that the current operating conditions of the vehicle20require activation of the aerodynamic control system34, then the controller56determines a current spatial orientation of the body22relative to a current direction of travel of the body22. Determining the current spatial orientation of the body22relative to the current direction of travel of the vehicle20may include, for example, determining if the longitudinal axis24of the body22is parallel with the current direction of travel of the vehicle20, or if the longitudinal axis24of the body22is not parallel with the current direction of travel of the vehicle20. The controller56may examine the yaw angle70of the vehicle20, for example, to determine if the longitudinal axis24of the body22is parallel with the current direction of travel of the vehicle20. If the yaw angle70is equal to zero, then the longitudinal axis24of the body22is parallel with the direction of travel of the vehicle20. However, if the yaw angle70of the vehicle20includes a value different than zero, than the longitudinal axis24of the body22is not parallel with the current direction of travel of the vehicle20.

Determining the current spatial orientation of the body22relative to the current direction of travel of the vehicle20may further include determining if the vehicle brake system is currently being applied to decelerate the vehicle20, i.e., is the vehicle20decelerating. The controller56may examine the wheel speed at each wheel of the vehicle20to determine if the vehicle20is decelerating, if the vehicle20is accelerating, or if the speed of the vehicle20remains constant over time.

Determining the current spatial orientation of the body22relative to the current direction of travel of the vehicle20may further include determining a current turn direction. The controller56may examine the angular position of the steering wheel to determine if the steering wheels68of the vehicle20are rotated for a right turn, or if the steering wheels68of the vehicle20are rotated for a left turn.

Determining the current spatial orientation of the body22relative to the current direction of travel of the vehicle20may further include determining if the yaw angle70of the body22is angled, relative to the longitudinal axis24, in the same direction as the current turn direction of the vehicle20. If the yaw angle70of the body22is directed in the same direction as the current turn direction, then the controller56may determine that the vehicle20is turning in the direction of the current turn direction, i.e., the direction in which the steering wheels68of the vehicle20are rotated or angled. If, however, the yaw angle70of the body22is directed in a direction opposite the current turn direction, then the controller56may determine that the vehicle20is in an over-steer condition, such as a slide.

Once the controller56determines the current spatial orientation of the body22relative to the current direction of travel of the body22, the controller56then determines the optimal position for each of the first vertical side plate40and the second vertical side plate42respectively, relative to the longitudinal axis24, for the current spatial orientation of the body22relative to the current direction of travel of the body22. The optimal positions for each of the first vertical side plate40and the second vertical side plate42are calculated to optimize the performance of the vehicle20for the current operating conditions.

The optimal position for the first vertical side plate40may include either a positive yaw angle, a negative yaw angle, or the parallel position of the first vertical side plate40. When the first side plate40is positioned with a positive yaw angle, the forward edge48of the first vertical side plate40is angled away from the longitudinal axis24to define a yaw angle. The yaw angle of the first vertical side plate40may vary depending upon the magnitude of the current operating conditions of the vehicle20. When the first side plate40is positioned with a negative yaw angle, the forward edge48of the first vertical side plate40is angled toward the longitudinal axis24to define a yaw angle. The yaw angle may vary depending upon the magnitude of the current operating conditions of the vehicle20. When the first side plate40is positioned in its parallel, generally forward position, the forward edge48of the first vertical side plate40is positioned to define a zero yaw angle relative to the longitudinal axis24of the vehicle20.

The optimal position for the second vertical side plate42may include either a positive yaw angle, a negative yaw angle, or the parallel position of the second vertical side plate42. When the second side plate42is positioned with a positive yaw angle, the forward edge54of the second vertical side plate42is angled away from the longitudinal axis24to define a yaw angle. The yaw angle may vary depending upon the magnitude of the current operating conditions of the vehicle20. When the second side plate42is positioned with a negative yaw angle, the forward edge54of the second vertical side plate42is angled toward the longitudinal axis24to define a yaw angle. The yaw angle may vary depending upon the magnitude of the current operating conditions of the vehicle20. When the second side plate42is positioned in its parallel, generally forward position, the forward edge54of the second vertical side plate42is positioned to define a zero yaw angle relative to the longitudinal axis24of the vehicle20.

Once the controller56determines the optimal position for each of the first vertical side plate40and the second vertical side plate42, the controller56then signals the actuating system72to move the first vertical side plate40and the second vertical side plate42into their respective optimal positions. The actuating system72then moves the first vertical side plate40and the second vertical side plate42into their respective optimal positions.

Referring toFIG. 3, when the controller56determines that the longitudinal axis24of the body22is aligned with the current direction of travel of the vehicle20and the vehicle brake system is not currently being applied to decelerate the vehicle20, moving the first vertical side plate40and the second vertical side plate42into their respective optimal positions includes moving each of the first vertical side plate40and the second vertical side plate42into their respective parallel positions, in which the first vertical side plate40and the second vertical side plate42are generally parallel with the longitudinal axis24of the body22.

Referring toFIG. 4, when the controller56determines that the longitudinal axis24of the body22is aligned with the current direction of travel of the vehicle20and the vehicle brake system is currently being applied to decelerate the vehicle20, moving the first vertical side plate40and the second vertical side plate42into their respective optimal positions may include moving the forward vertical edge of the first vertical side plate40and the forward vertical edge of the second vertical side plate42laterally outward, away from the longitudinal axis24of the body22. As shown inFIG. 4, both the first vertical side plate40and the second vertical side plate42are positioned to define a positive yaw angle, in which the forward edge48of the first vertical side plate40and the forward edge54of the second vertical side plate42are each angled away from the longitudinal axis24.

The first vertical side plate40may be rotated about the first vertical axis46a first yaw angle140to move the forward vertical edge of the first vertical side plate40laterally away from the longitudinal axis24. Similarly, the second vertical side plate42may be rotated about the second vertical axis52a second yaw angle142to move the forward vertical edge of the second vertical side plate42laterally away from the longitudinal axis24. Preferably, the absolute value of the first yaw angle140is equal to the absolute value of the second yaw angle142. In positioning the first vertical side plate40and the second vertical side plate42in this manner, the aerodynamic control system34assists in decelerating the vehicle20, without producing any lateral forces that may be applied to the vehicle20.

Referring toFIG. 5, when the controller56determines that the steering wheels68of the vehicle20are angled in the same direction as the current turn direction of the vehicle20, i.e., the vehicle20is turning in the direction that the steering wheels68of the vehicle20are angled, moving the first vertical side plate40and the second vertical side plate42into their respective optimal positions includes rotating the first vertical side plate40about the first vertical axis46and the second vertical side plate42about the second vertical axis52in the same direction, which is opposite the current turn direction. For example, as shown inFIG. 5, the current turn direction is indicated by arrow144as a right turn, and the steering wheels68of the vehicle20are angled in the same direction as the current right turn, i.e., the steering wheels68are angled to the right. The first vertical side plate40is angled to the left to define a positive yaw angle, and the second vertical side plate42is angled to the left to define a negative yaw angle. The first vertical side plate40may be angled to define a first yaw angle140to position the first vertical side plate40at a yaw angle opposite the current turn direction, and the second vertical side plate42may be angled to define a second yaw angle142to position the second vertical side plate42at a yaw angle opposite the current turn direction. The absolute value of the first yaw angle140may be equal to the absolute value second yaw angle142. However, the absolute value of the first yaw angle140may not equal the absolute value of the second yaw angle142. It should be appreciated that in the exemplary embodiment shown inFIG. 5, the first yaw angle140of the first vertical side plate40is a positive yaw angle, and the second yaw angle142of the second vertical side plate42is a negative yaw angle. This is because the first vertical side plate40and the second vertical side plate42are angled in the same direction. This positioning of the first vertical side plate40and the second vertical side plate42generates lateral forces on the vehicle20that assist turning the vehicle20, and help prevent an over-steer condition. It should be appreciated that that if the current turn direction of the vehicle20and the current angle of the steering wheels68is reversed from the example shown inFIG. 5, that the relative positions of the first vertical side plate40and the second vertical side plate42would be reversed, such that the first vertical side plate40would be positioned to define a negative yaw angle, and the second vertical side plate42would be positioned to define a positive yaw angle.

Referring toFIG. 6, when the controller56determines that the steering wheels68of the vehicle20are angled in a direction opposite the current turn direction of the vehicle20, moving the first vertical side plate40and the second vertical side plate42into their respective optimal positions includes rotating one of the first vertical side plate40or the second vertical side plate42to position the one of either the first vertical side plate40or the second vertical side plate42at a yaw angle directed in the same direction as the current turn direction, and moving the other of the first vertical side plate40and the second vertical side plate42into its respective parallel position, parallel with the longitudinal axis24of the body22. For example, as shown inFIG. 6, the current turn direction is indicated by arrow146as a left turn, and the steering wheels68of the vehicle20are angled in the opposite direction as the current right turn, i.e., the steering wheels68are angled to the right, as indicated by arrows148. The first vertical side plate40is positioned in its respective parallel position, and the second vertical side plate42is positioned to define a negative yaw angle, i.e., is angled inward toward the longitudinal axis24. This positioning of the first vertical side plate40and the second vertical side plate42generates lateral forces on the vehicle20that help correct the over-steer condition. It should be appreciated that if the current turn direction of the vehicle20and the current angle of the steering wheels68is reversed from the example shown inFIG. 6, that the relative positions of the first vertical side plate40and the second vertical side plate42would be reversed, such that the first vertical side plate40would be positioned to define a negative yaw angle, and the second vertical side plate42would be positioned in its respective parallel position.