Patent Publication Number: US-11034395-B2

Title: Active front deflector

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a Continuation of National Stage Application No. 15/318,117, filed Dec. 12, 2016, which is a Continuation of National Stage Application No. 14/899,729, filed Dec. 18, 2015, which is a National Stage of PCT/US2015/035084, filed Jun. 10, 2015, which claims priority benefit to U.S. Provisional Application No. 62/010,825, filed Jun. 11, 2014 and National Stage Application No. PCT/US2014/043185, filed Jun. 19, 2014, which claims priority benefit to U.S. Provisional Application No. 61/836,936, filed Jun. 19, 2013. The disclosures of the above applications are incorporated herein by reference. 
    
    
     FIELD OF THE INVENTION 
     The present invention relates to a panel structure of an active front deflector system for automotive applications. 
     BACKGROUND OF THE INVENTION 
     There is a considerable loss of aerodynamic efficiency in vehicles, in particular, due to the airflow underneath and around a vehicle. Conventional structures, such as fixed panels or fixed air deflectors/dams using flexible materials, are known and do not meet desired requirements, including, but not limited to, conventional structures do not provide an effective sealed and clutchable actuator with communication capability and life cycle durability, a system that is capable of object detection, or a system that is durable and aerodynamically effective. These fixed air deflector/dams are still a compromise as they cannot be made to the optimum height without compromising specifications and comparisons to other vehicle capabilities. Further, these air dams even when flexible are still damaged during off-roading or when added ground clearance is needed. 
     Another known problem is that vehicle aerodynamics are compromised by design to accommodate a wide range of driving conditions. One of these is the vehicle ground clearance, from low speed maneuvering (multi-story parking lots, speed bumps, ramps, etc.) to off-road capabilities of trucks and sport utility vehicles. These conditions only account for a small portion of the vehicle life, resulting in compromised vehicle aerodynamics for the majority of miles driven. 
     Accordingly, there is a long felt need for an active front deflector that provides improved aerodynamics when deployed, but is retractable when low speed maneuvering or off road capabilities are required. 
     SUMMARY OF THE INVENTION 
     There is provided an aerodynamic surface which improves aerodynamics when deployed and is retractable out of the way to return the vehicle to its initial design intent. The present invention is directed to an active front deflector assembly having at least one actuator and at least one deflector panel coupled to at least one linkage assembly. The active front deflector assembly is retractable so that it does not compromise the vehicle capabilities for conditions such as during off roading or when added ground clearance is needed, and is deployable for normal driving conditions. When in the extended or deployed position, the deflector panel improves airflow under predetermined conditions. When in the retracted or stowed position, the deflector panel generally moves or folds out of the way toward under the vehicle to improve ground clearance. 
     The active front deflector assembly provides a fully deployable system with object detection, declutching to help prevent damage, e.g., to protect the deflector panel under higher predetermined loads, communication with the vehicle to determine proper deployment and function, and is suitable to meet automotive specifications and functionality. Utilizing the active front deflector system that deploys and retracts based on predetermined vehicle requirements provides valuable reduction in vehicle drag, thereby reducing emissions and improving fuel economy. Additionally, it allows for the system to retract so the vehicle can still meet ground clearances, ramp angles, off-road requirements, etc. 
     Motion of the deployable deflector is driven by the linkage assembly and the actuator that is clutchable and that has communication capability with the vehicle, e.g., to prevent damage to the active front deflector system. The deployable deflector panel allows for aerodynamic benefits without limiting the vehicle ground clearance at lower speeds and while off roading or other predetermined conditions. The system does not require manual deployment and is only utilized when necessary under predetermined conditions, e.g., vehicle speeds in the range of at least 30 miles per hour. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein: 
         FIG. 1  is a front perspective view a vehicle with an active front deflector assembly in a deployed position, in accordance with the present invention; 
         FIG. 2  is a perspective view of a vehicle with an active front deflector assembly having multi-positioning and in the retracted position wherein only the outer edges are exposed to the air flow near the wheels, in accordance with a second embodiment of the present invention; 
         FIG. 3 , is a perspective view of an active front deflector assembly shown in a deployed position, in accordance with another embodiment of the present invention; 
         FIG. 4 , is a perspective view of the active front deflector assembly of  FIG. 3  shown in a retracted position, in accordance with the present invention; 
         FIG. 5 , is an enlarged broken-away side view of the deployed active front deflector assembly of  FIG. 3 , in accordance with the present invention; 
         FIG. 6 , is an enlarged broken-away side view of the retracted active front deflector assembly of  FIG. 4 , in accordance with the present invention; 
         FIG. 7  is a perspective view of an exemplary clutch system for an actuator assembly, in accordance with the present invention; 
         FIG. 8  is a perspective view of an exemplary actuator with internal clutching assembly with a housing and motor arrangement removed for clarity, in accordance with the present invention; 
         FIG. 9  is a perspective view of the actuator of  FIG. 8  without the housing for clarity; and 
         FIG. 10  is an exploded view of the exemplary actuator with internal clutching for deploying/stowing the active front deflector assembly, in accordance with the present invention. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     The following description of the preferred embodiment(s) is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. 
     Referring to  FIGS. 1-6  generally, in accordance with the present invention, there is provided an active front deflector assembly generally movable between a stowed position (or “retracted” position) and a deployed position (or “extended” position) under predetermined conditions. The active front deflector assembly provides an active full air deflector that deploys and retracts based on vehicle requirements. This allows for a deployment lower than fixed panel systems to significantly reduce drag, reduce emissions, improves fuel economy, (and/or improve active grille shutter performance when used in combination with the active front deflector assembly). Additionally, it allows for the system to retract so the vehicle can still meet ground clearances, ramp angles, off-road requirements, etc. In the event of impact while the system is deployed, the actuator allows the system to retract and/or move freely to help prevent damage. These are significant improvements over typical vehicle systems utilizing a fixed sacrificial panel below and/or near the fascia to achieve basic and less effective aerodynamic improvements. 
       FIG. 1  is a perspective view of an active front deflector assembly  100  shown in an environment of use attached to a vehicle  16 , in accordance with the present invention. This is typical of the environment and shows the active front deflector assembly  100  in the deployed position, in accordance with the present invention. 
       FIG. 2  is a perspective view of another vehicle  16  with an active front deflector assembly having multi-positioning in accordance with another embodiment of the present invention. The active front deflector has at least two deflector panel portions  200  and in the retracted position only these deflector panel portions  200  located at the outer edges are exposed to the air flow in front of the wheels. By way of example, a middle portion spanning between the two end deflector panel portions  200  may be retractable (generally upward) while the two outer edge portions  200  remain deployed and exposed to air flow. 
     Referring to  FIGS. 3-6  generally, in accordance with another embodiment of the present invention, there is provided an active front deflector assembly generally shown at  10  movable between a stowed position (or “retracted” position) and a deployed position (or “extended” position) under predetermined conditions. The active front deflector assembly  10  generally includes at least one deflector panel  1  that is semi-rigid with a rigid upper spine  2  portion. Most preferably, the semi-rigid and rigid portion are integrally formed. The deflector panel  1  is coupled to at least two linkage assemblies generally shown at  12 ,  14  that are four bar linkages. The two four bar linkage assemblies  12 ,  14  are operable spaced apart to provide strength, durability, and installation on the vehicle, while preventing binding and allowing smooth transitioning between the deployed and retracted positions. 
     Each linkage assembly  12 ,  14  has a drive link  3  and a follower link  4  pivotally connected to a coupler link  5  and pivotally connected to a fixed base link  6 . The coupler link  5  also includes a mounting portion  18 , e.g., an integrally formed mounting bracket with apertures for receiving fasteners, to operably couple each of the respective linkage assemblies  12 ,  14  to the deflector panel  1 . In this embodiment, there are two linkage assemblies  12 ,  14  used with each active front deflector assembly  10 . However, it is within the scope of the invention that more or less linkage assemblies  12 ,  14  may be used, depending upon the length of the assembly  10  and particular application. 
     The assembly  10  is attached to the underside of the vehicle  16  towards the front. The assembly  10  is operably supported and connected to a fascia portion of the vehicle  16 , bumper reinforcement, fenders, frame or any other vehicle structure or molding for securing the assembly  10  to the vehicle  16 . Each of the linkage assemblies  12 ,  14  is attached to the vehicle  16  by at least one fastener  20  ( FIG. 4 ), which in this embodiment is a nut and bolt combination, but it is within the scope of the invention that other fasteners, such as rivets, may be used as well. Each fastener  20  extends through a corresponding one of a plurality of first apertures  21  formed as part of an upward portion of the fixed base link  6 . Depending on the application, the fixed base link  6  is mounted in front of or behind the vehicle part to which the assembly  10  is affixed. At least one fastener  22  is also used to connect each of the mounting portions  18  to the rigid portion  2  of the deflector panel  1 . In a preferred embodiment, the rigid portion  2  includes a generally channel shaped portion  19  and the mounting portion  18  is secured to the channel. 
     The coupler link  5  includes at least two pairs of apertures through which two additional fasteners  24  extend, respectively, and each respective fastener  24  also extends through a corresponding end of the drive link  3  and follower link  4 , e.g., through a cylindrical opening formed in the links  3 ,  4 , thereby pivotably connecting the drive link  3  and follower link  4  to the coupler link  5 . The fixed base link  6  also has at least one pair of apertures through which an additional fastener  24  extends, which fastener  24  also extends through a corresponding end of the follower link  4 , thereby pivotably connecting the follower link  4  to the fixed base link  6 . 
     The coupler link  5 , drive link  3 , follower link  4 , and fixed base link  6  of the two four bar linkage assemblies  12 ,  14  are at predetermined suitable angles and ratios to each other to effectively move the deflector panel  1  between the deployed and retracted position. Most preferably, the angle “A” between the fixed base link  6  and drive link  3  in the deployed position is about 0 to 90 degrees. By way of non-limiting example, the fixed base link  6  is about 0.5 to 5 times the length of the coupler link  5 ; and/or the drive link  3  is about 1 to 6 times the length of the coupler link  5 ; and/or the follower link  4  is about 2 to 8 times the length of the coupler link  5 . 
     The active front deflector assembly  10  is attached to the underside of the vehicle towards the front, e.g., using fasteners  20  extending through the attachment portion of the fixed base link  6 . In the deployed position (generally down) the deflector panel  1  is in the air flow (see  FIG. 5 ); the rigid part  2  is not in the air flow and is protected by the vehicle body  9 . The deflector panel  1  interrupts the air flow thereby improving the vehicle aerodynamics. However, this deployed positioning reduces the vehicle ground clearance. When the vehicle needs its full ground clearance capabilities the deflector panel  1  is retracted (generally up) (e.g., see  FIG. 6 ). 
     At least the drive link  3  and follower link  4  have strengthening features, e.g., such as trusses  30  and/or other suitable structure to add strength while minimizing weight, along its length from one joint area to the other joint area of the links. 
     One of the linkage assemblies  12 ,  14  e.g., the left hand four bar linkage  12 , also has an actuator  26 . The linkage assemblies  12 ,  14  are connected to the deflector panel  1 , 2  and to a drive shaft  28  which is coupled to the actuator  26 . The linkage assemblies  12 ,  14  are joined by the deflector  1 ,  2  (via coupler link  5  of both linkages  12 ,  14 ) and the drive shaft  28 . Retraction and deployment of the active front deflector assembly  10  is achieved by the actuator  26 . 
     The actuator  26  is attached to the drive shaft  28  which is attached toward the ends of the drive links  3  of both linkage assemblies  12 ,  14 . The drive shaft  28  also extends through apertures formed in both fixed base links  6  adjacent to corresponding ends of the drive links  3 . In operation the actuator  26  rotates the drive shaft  28  which rotates the drive links  3  upward causing the follower  4  and coupler links  5  up and the deflector panel  1  to rise and fold back out of the air flow (e.g.,  FIG. 6 ) to the retracted position. The actuator  26  rotates the drive shaft  28  in the opposite direction to rotate the drive links  3  downward causing the follower  4  and coupler links  5  down and the deflector panel  1  to lower and extend into the air flow (e.g.,  FIG. 5 ) to the deployed position. 
     The linkage assemblies  12 ,  14  are critical to the motion of the deflector panel  1  and has significant advantages over conventional systems. Further, the actuator  26  is clutched to prevent damage to the system, which is another significant advantage. The drive shaft  28  transmits the drive from the left side to the right side, or vice versa. The deflector  1 ,  2  is both rigid and semi-rigid to absorb impact energy, which is yet another significant advantage. 
     The actuator  26  is a rotary actuator, e.g., with feedback options, hex-type, screw-type drive, higher speed actuator, electric, mechanical, linear, e.g., with current override circuits, declutching, hydraulic, pneumatic, extending, power lift actuator, or any other actuator and combinations thereof depending on the application and predetermined vehicle needs. 
     In the event that an object strikes the deflector panel  1  in the deployed position the system is designed to absorb the energy, but if the impact exceeds a predetermined set level it is released by the actuators  26  internal clutch allowing it to move with the impact preventing damage to the system. 
     In a preferred embodiment, the actuator  26  has internal clutching that de-clutches or disengages gears allowing the deflector panel  1  to rotate or move out of the way under a predetermined condition to help prevent damage to the active front deflector assembly  10 . By way of example, upon impact of a predetermined force to the deflector panel  1  the actuator  26  will clutch to disengage the gearing so that the deflector panel  1  can move freely out of the way. 
     The clutchable actuator  26  is sealed and has communication capability with the vehicle  16 . The actuator  26  and the vehicle  16  also communicate to deploy and retract the deflector panel  1  based upon predetermined conditions such as vehicle speed, wind direction, yaw, etc, and combinations thereof. By way of non-limiting example, the deflector panel  1  is retracted until the vehicle reaches a predetermined speed, e.g., about 30-40 mph, then the deflector panel  1  is extended and stays deployed until the vehicle drops back down to below the predetermined speed or other predetermined conditions for continued deployment are no longer met. 
     When the deflector panel  1  is in the fully deployed position it extends to about 90°. Accordingly, the deflector panel  1  extends generally vertically along the vehicle  16  front to prevent air from ducking under and swirling under the vehicle  16  where it is turbulent due to all of the components under the vehicle  16 , and reduces drag. The deflector panel  1  generally follows the curvature of the front end of the vehicle and/or can be scooped or concaved or other suitable shape/profile to further direct air flow. When the deflector panel  1  is down in the deployed position it is extended generally about one quarter to one half of the distance to the traversed ground surface, preferably, about one third of the distance. 
     The deflector panel  1  is made of a composite plastic in this particular embodiment. However, it is also within the scope of the invention to manufacture the deflector panel  1  of different materials such as steel or aluminum (depending on the particular application), painted carbon fiber, extruded rubber, or other suitable impact resistant material to withstand a predetermined load without departing from the scope of the invention. Additionally, the deflector panel  1  may consist of a single piece, e.g., of molded composite plastic, or multiple pieces assembled or molded together. 
     Referring generally to  FIGS. 7-10 , the actuator  26 , utilizable in any embodiment described herein, can be declutchable. An exemplary actuator assembly with internal clutching is shown generally at  310 , comprising a clutch system, generally shown at  312 . At least one actuator  310  with internal clutching is used or other actuator and/or in combination with any additional actuator(s) is/are used in the system. Generally, there is provided a sealed actuator with internal clutching assembly in accordance with the present invention which provides desirable higher cycle durability and capability combined with a water tight arrangement for use, by way of example, in underbody environments exposed to the elements. The sealed actuator with internal clutching assembly further provides a safety override clutch system which allows the actuator to rotate under predetermined conditions, e.g., predetermined high loads, to help protect a motor and other components of the actuator with internal clutching assembly, as will be explained in greater detail below. When subjected to abnormal loads or a predetermined amount of force or other predetermined conditions, the actuator with internal clutching assembly will move features out of the way to help prevent damage thereto. 
     The clutch system  312  comprises a housing portion indicated generally at  312 , an output shaft  316  which is received within and holds an output detent ring  318  and a moving detent ring  320 . 
     During normal operation of the active front deflector assembly  10 ,  100 ,  200 , the actuator assembly  310  provides power to drive and move the at least one deflector panel  1  between at least the stowed position and deployed position. Also connected to the actuator assembly  310  is a rotatable drive shaft, e.g., drive shaft  28 , that is operably connected to the deflector panel  1  and the output shaft  316  of the actuator assembly  310 . The drive shaft  28  functions to deploy the deflector panel  1  in the event of predetermined conditions sensed by the actuator assembly  310  in order to move the panel  1  to a fully extended deployed position for improved aerodynamics. 
     The output detent ring  318  is free to rotate on the output shaft  316  about a portion of the output shaft  316  that is not splined. The moving detent ring  320  is able to move axially to the output shaft  316  but is locked radially by a plurality of interlocking splines  322 ,  324  on both components. The output shaft  316  has interlocking splines  322  that are arranged parallel to the longitudinal axis and operably spaced about an outer surface located on a lower half of the output shaft  316 . The moving detent ring  320  has outer interlocking splines  324  forming complementary channels to slidably interlock with the interlocking splines  322  for controlled axial movement of the moving detent ring  320 . The interlocking splines  322  of the output shaft  316  terminate at an integrally formed projecting ring  326  having an abutting surface  328 , lying transverse to the axis, against which the output detent ring  318  engages. The output detent ring  318  abuts against this surface  328  on the output shaft  316  and does not move axially. 
     An output gear  330  is in mesh with the output detent ring  318  for transmitting torque. The output gear  330  has spaced circumferential segments  332  that are generally square teeth like shaped held in place within opposing recesses  334  of the output detent ring  318  for transmitting the torque. 
     The output and moving detent rings  318 ,  320  have first and second intermeshing ramped teeth, generally shown at  336 ,  338 , respectively, that are held together in mesh by the biasing force of a wave spring  340 . The wave spring  340  is received on the outer output shaft  316  and provides a biasing force against the moving detent ring  320  in the direction of the output detent ring  318 . 
     The components of the clutch system  310  (e.g., output shaft  316 , output gear  330 , output detent ring  318 , moving detent ring  320 , and wave spring  340 ) are held together by first and second locking rings  342 ,  344  located toward respective ends the output shaft  316  of the clutch assembly  312 . 
     A motor  346  selectively provides torque suitable for particular applications. Suitable electronics  348 , most preferably, a shut off printed circuit board (PCB) with connector contacts  350  correlate with vehicle communication networks for commanding the motor  346  based upon predetermined conditions, e.g., commanding energizing of the motor correlating with predetermined vehicle speed ranges. The PCB electronics senses current spike for override, which allows the clutch to disengage the drive system allowing it to rotate freely. 
     The motor  346  has a worm gear, shown generally at  352 , which causes a main gear, shown generally at  354 , to rotate. The main gear  354  has a gear and a helix angle portion  358 . The worm gear  352  has a shaft, e.g., a threaded shaft, which engages the teeth of the gear  356 , which causes the gear  356  of the main gear  354  to rotate as the worm gear  352  rotates. Rotation of the gear  356  causes the helix angle portion  358  of the main gear  354  to also rotate. The helix angle portion  358  rotatably engages the output gear  330 . The gear ratio range of the gear  356  to helix angle portion  358  is operably suitable for transmitting torque from the motor/worm gear  346 / 352  to the output gear  330 . The first and second intermeshing ramped teeth  336 ,  338  of the output and moving detent rings  318 ,  320  when held together by the biasing force of the wave spring  340  lock and allow the output shaft  316  to rotate and transmit the torque of the motor  346  through the main gear  354  and output gear  330  to the outside of the housing portion  314 . The output shaft  330  is operably coupled to the drive shaft  28  for selectively rotating, folding or otherwise moving the panel  1 , etc between at least the stowed position and the deployed position. The wave spring  340  allows for a more compact structure while meeting biasing and predetermined load requirements. 
     The housing portion  314  comprises a first half  360  and a second half  362 . The first half  360  has a first clutch assembly cavity  364  and a first motor cavity  366 . The second half  362  has a second clutch assembly cavity  368 , a main gear cavity  370 , and a second motor cavity. The clutch system  312  fits fully inside the first and second halves  360 ,  362  of the housing (within the first and second clutch assembly cavities  364 ,  368 ), as well as the motor  346  and electronics  348 / 350  (within the first motor cavity  366  and second motor cavity), and main gear  354  (within the main gear cavity  370 ). The first and second halves  360 ,  362  of the housing portion  314  are joined together, and connected with fasteners, and first and second seals added  372 ,  374  onto the output shaft  316  to form a weathertight housing. The housing  314  may be formed in the rocker panel module  14 , etc. without departing from the scope of the invention. 
     In operation, the first and second intermeshing ramped teeth  336 ,  338  of the output and moving detent rings  318 ,  320 , that when held together by the biasing force of the wave spring  340 , lock together and allow the output shaft  316  to rotate. This allows torque transmission from the motor  346 /worm gear  352  through the main gear  354  and output gear  330  to the outside of the housing portion  314  via the output shaft  316  to the drive shaft  28 . During a predetermined level of high load, the first and second intermeshing ramped teeth  336 ,  338  create an axile force that overcomes the load from the wave spring  340 . This allows the moving detent ring  320  to disengage and allow the output shaft  316  to rotate freely, thereby preventing damage to the sealed actuator internal clutching assembly  310 . 
     Thus, there is provided a sealed actuator with internal clutching assembly  310  which can drive in both directions, but when stopped will hold its position without back driving when subjected to a predetermined load, e.g., a load many times greater than its dynamic range. The actuator  310  also protects itself from damage from predetermined loads, e.g., very high loads, by means of the clutch that will disengage the drive system allowing it to rotate (e.g., allowing the output shaft  316  to rotate freely). The sealed actuator with internal clutching assembly  310  is in a waterproof housing and can rotate in both directions for as many revolutions as needed. The clutch is fully self contained in the housing. The actuator has an output passthrough drive structure, e.g., output shaft  316  arrangement, allowing it to drive a shaft, e.g., drive shaft  28 , or part from either side or both sides. The actuator  310  can be mounted to a fixed part, e.g., fixed base link  6 , with the only external moving part being the drive shaft  28 . The clutch system  312  of the sealed actuator with internal clutching assembly  310  also does not change shape or height when it clutches, which is yet another significant advantage. 
     The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.