A racing car with good airflow guidance

Abstract

The application provides a racing car with good airflow guiding performance, comprising an aerodynamic kit and a power system. The airflow passing through the front wing is guided in the aerodynamic kit, so that the airflow bypasses the wheels and reduces the resistance of the wheels. Meanwhile, the cooling device in the power system is arranged in the heat dissipation channel of the flow guiding component, and the airflow entering the flow guiding component dissipates heat for the cooling device. The oil tank of the power system is provided with a baffle assembly. The baffle assembly divides the oil storage cavity of the oil tank into multiple small cavities in the longitudinal direction of the oil tank and the transverse direction of the oil tank, so as to reduce the air bubbles generated by the shaking of gasoline.

Description

TECHNICAL FIELD

[0001] The present application relates to a racing car, in particular to a racing car with good airflow guiding performance. BACKGROUND

[0002] The racing car includes an aerodynamic kit, a fuel tank, a cooling device and an engine, the fuel tank supplies oil to the engine, the cooling device cools the engine, and the engine provides power for the racing car; the aerodynamic kit generates an aerodynamic effect to make the racing car have downforce. The engine of the racing car provides great power at once, but if the racing car does not have enough adhesion, it will only spin in place, and its power will not be improved at all. According to statistics, about 80% of the adhesion of the racing car is generated by the downforce, and the remaining 20% is provided by the tires. Insufficient downforce will affect the stability of the racing car during high-speed driving.

[0003] The patent document with Chinese application number 201710371040.0 and publication date of October 3, 2017 discloses an FSAE racing car aerodynamic kit, which includes a front wing, a tail wing and a diffuser, the front wing is rigidly connected to the lower surface of the front end of the frame, and the front wing is located at the lower part of the racing car head, the tail wing is symmetrically supported on the rear end of the frame by six support rods, and the diffuser is connected to the lower surface of the cockpit and integrated with the cockpit bottom plate; the main wing of the front wing is elongated to form a connecting plate, which is connected to the frame together with the inner end plate, the connection is more stable, and the disassembly and assembly are convenient; the tail wing is additionally provided with a Gurney flap to increase the downforce of the racing car and improve the stability during braking; the lower surface of the diffuser is provided with a flow guide groove, and the tail part is additionally provided with a grid wing to increase the downforce of the racing car.

[0004] However, the racing car wheels will generate turbulent flow during rotation, and the front wing is fixedly installed in front of the racing car wheels and cannot adjust the height of the front wing, so the height of the front wing cannot be adjusted according to the height of the bottom surface, the turbulent flow generated by the wheels will interfere with the airflow leaving the front wing, thereby increasing the pressure of the gas in front of the wheels, increasing the pressure difference before and after the wheels, and increasing the resistance of the wheels; the kit cannot make the airflow passing through the front wing bypass the wheels, and the airflow and the turbulent flow will interfere with each other, and in the kit, the airflow cannot cool the cooling device to achieve the heat dissipation effect. SUMMARY

[0005] The present application provides a racing car with good airflow guiding performance, the height of the front wing assembly is adjustable, the airflow is guided more conveniently by adjusting the height, the airflow bypasses the wheels, and the resistance of the wheels is reduced; and the airflow enters the flow guide member to cool the cooling device.

[0006] In order to achieve the above object, the technical scheme of the present application is: a racing car with good airflow guiding performance, comprising a frame, a shell, an aerodynamic suite and a power system, the shell is arranged on the frame, and a bottom plate is arranged on the frame; the aerodynamic suite comprises a front wing assembly and a flow guiding assembly; the front wing assembly is arranged at the front end of the shell, the flow guiding assembly is arranged on both sides of the shell, and a tail wing assembly is arranged away from the front wing assembly and is installed at the tail of the frame.

[0007] The front wing assembly comprises an adjusting member assembly, a front wing main wing and two front wing flaps, a front wing first end plate is arranged at each end of the front wing main wing, and two front wing second end plates are arranged between the two front wing first end plates; one end of each of the two front wing second end plates is connected with the upper surface of the front wing main wing.

[0008] The adjusting member assembly comprises two adjusting members, and the two adjusting members are arranged between the two front wing second end plates; each front wing second end plate is connected with the shell through an adjusting member, a front wing connecting hole is arranged on each front wing second end plate, and a front wing connecting member is arranged in the front wing connecting hole; each adjusting member comprises two or more adjusting holes with different horizontal heights, the two front wing connecting members are arranged at the same height, and one front wing connecting member passes through the adjusting hole of one adjusting member and is connected with a front wing connecting fixing member; the front wing connecting member cooperates with the adjusting holes with different horizontal heights to adjust the height of the front wing assembly.

[0009] The two front wing flaps are arranged above the front wing main wing and are symmetrically arranged with respect to the shell, and the front wing flaps are connected between the front wing second end plates and the front wing first end plates; the front wing flaps and the front wing main wing form a front wing first flow guiding opening therebetween; and the front wing main wing and the shell form a front wing second flow guiding opening therebetween.

[0010] The lower surface of the front wing main wing between the two front wing second end plates is outwardly convexly provided with an arc-shaped convex portion; the front wing main wing and the front wing flap are arc-shaped in the length direction of the frame; the surface radius of the arc-shaped convex portion, the lower surface radius of the front wing main wing and the upper surface radius of the front wing main wing are in the order of descending; and the lower surface radius of the front wing flap is greater than the upper surface radius of the front wing flap.

[0011] The front wing first plate wing and the front wing second plate wing are arranged on the side wall of the front wing first end plate and extend away from the front wing second end plate, the front wing first plate wing is arranged on the upper surface of the front wing first end plate, and the front wing second plate wing is arranged on the lower surface of the front wing first end plate; one end of the front wing first end plate close to the tail wing assembly is provided with a front wing arc-shaped flow guiding member, the front wing arc-shaped flow guiding member is bent and formed away from the front wing second end plate; and the front wing second plate wing is connected with the front wing arc-shaped flow guiding member.

[0012] The flow guide assembly comprises a flow guide cover and a flow guide, the flow guide is arranged on the bottom plate, the flow guide cover is connected with the bottom plate and the shell and covers the flow guide, and the flow guide cover, the flow guide and the shell form a heat dissipation channel; a first blocking piece is arranged at the end of the flow guide away from the front wing assembly, the height of the first blocking piece is greater than the height of the heat dissipation channel, and the width of the first blocking piece is greater than the width of the heat dissipation channel; the first blocking piece blocks the airflow passing through the heat dissipation channel; an arc-shaped upward flow guide outlet is formed between the first blocking piece and the heat dissipation channel.

[0013] The power system comprises a cooling device, an engine and an oil tank, the cooling device and the oil tank are respectively communicated with the engine, and the cooling device is arranged in the heat dissipation channel.

[0014] The oil tank comprises an oil tank shell, an oil storage cavity is formed in the oil tank shell, an oil pump and a baffle assembly are arranged in the oil storage cavity, the baffle assembly comprises two or more transverse baffles and two or more longitudinal baffles; the two or more transverse baffles are arranged in parallel between the transverse inner wall of the oil tank shell, and the adjacent transverse baffles and the transverse baffles and the transverse inner wall of the oil tank shell respectively divide the oil storage cavity into first separate cavities.

[0015] The two or more longitudinal baffles are arranged in parallel between the longitudinal inner wall of the oil tank shell, and the longitudinal baffles are arranged perpendicularly to the transverse baffles; the longitudinal baffles are inserted into the transverse baffles, and the adjacent longitudinal baffles and the longitudinal baffles and the longitudinal inner wall of the oil tank shell respectively divide the first separate cavities into second separate cavities; a transverse through hole communicating the first separate cavities is arranged on each transverse baffle, and a longitudinal through hole communicating the second separate cavities is arranged on each longitudinal baffle.

[0016] The above arrangement, in the front wing assembly, the connection between the front wing assembly and the shell is realized through the two front wing second end plates, and the front wing main wing and the front wing flap provide the racing car with a downward pressure; by arranging the arc-shaped protruding part, the space between the front wing assembly and the ground is reduced, the flow rate of the airflow between the arc-shaped protruding part and the ground is accelerated due to the reduction of the space, the air pressure between the racing car and the ground is reduced, the pressure difference between the air pressure on the lower surface of the racing car and the air pressure on the upper surface of the racing car is increased, the downward pressure of the air on the racing car is improved, and the grip of the racing car is improved; at the same time, the surface arc of the arc-shaped protruding part, the arc of the lower surface of the front wing main wing and the arc of the lower surface of the front wing flap are greater than the arc of the upper surface of the front wing main wing; the arc of the lower surface of the front wing flap is greater than the arc of the upper surface of the front wing flap; in this way, the flow rate of the airflow on the lower surface of the front wing assembly is greater than the flow rate of the airflow on the upper surface of the front wing assembly, and the airflow passes through the front wing first flow guide opening and the front wing second flow guide opening to enter the lower surface of the racing car, the airflow converges on the lower surface of the racing car, the flow rate of the airflow on the lower surface of the racing car is accelerated, the pressure difference between the air pressure on the lower surface of the racing car and the air pressure on the upper surface of the racing car is further increased, and the downward pressure of the air on the racing car is improved.

[0017] The front wing first plate wing and the front wing second plate wing are arranged to increase the contact area of the front wing assembly with air, thereby increasing the downward pressure of the air on the front wing assembly; the front wing arc-shaped flow guide member is arranged to be bent away from the front wing second end plate, and when the airflow passes through the front wing arc-shaped flow guide member, the airflow is diffused outward at the end of the front wing assembly to bypass the front wheels of the racing car, thereby reducing the air pressure in front of the front wheels and reducing the airflow disturbed by the front wheels.

[0018] Meanwhile, the front wing second end plate is connected to the shell through the adjusting assembly, and two or more adjusting holes are arranged in the adjusting member of the adjusting assembly; the horizontal heights of the two or more adjusting holes are different; the front wing connecting member is connected to the front wing fixing member after passing through the front wing connecting hole and the adjusting hole; in this way, the connection between the front wing assembly, the adjusting assembly and the shell is realized. When the front wing connecting member arranged on the front wing connecting hole is matched with the adjusting holes of different heights, the height of the front wing assembly on the adjusting assembly is changed, thereby realizing the height adjustment of the front wing assembly. By changing the height of the front wing assembly, the space between the front wing assembly and the ground can be further reduced, the flow rate of the airflow in the front wing assembly is further increased, and the pressure difference is further increased. The flow guide assembly is arranged on one side of the front wing assembly, the airflow passing through the front wing assembly enters the heat dissipation channel of the flow guide assembly, the airflow is blocked by the first blocking member, and the airflow flows out of the flow guide outlet, so that the airflow can bypass the rear wheels of the racing car; thereby reducing the resistance of the rear wheels. Meanwhile, the cooling device is arranged in the heat dissipation channel, the airflow entering the heat dissipation channel can take away the heat of the cooling device, thereby playing a heat dissipation effect on the cooling device; and the heat dissipation effect of the engine is improved.

[0019] In the oil tank, the transverse baffles arranged in parallel with the transverse inner wall of the oil tank shell and in communication with each other divide the oil storage cavity into one or more first partition cavities along the height direction of the oil tank shell, and the size of each first partition cavity is smaller than that of the oil storage cavity, thereby reducing the activity space of gasoline and reducing the shaking of gasoline; and the size of the oil storage cavity is not too large to cause the gasoline to shake violently in the oil storage cavity to generate air bubbles when the racing car moves rapidly, and the air bubbles enter the engine to cause damage to the engine. Meanwhile, the longitudinal baffles arranged in parallel with the longitudinal inner wall of the oil tank shell divide the first partition cavities into one or more second partition cavities along the length direction of the oil tank shell, and the size of each second partition cavity is smaller than that of the first partition cavity, thereby further reducing the activity space of gasoline, and the longitudinal through holes are arranged to realize the communication between different second partition cavities, so that the gasoline can flow between adjacent second partition cavities, and when the gasoline shakes, the gasoline flows from one second partition cavity to another second partition cavity, thereby reducing the air bubbles generated by the impact between the gasoline and the longitudinal baffles.

[0020] Further, the tail wing assembly comprises a tail wing main wing and a tail wing first flap, two ends of the tail wing main wing are respectively provided with tail wing first end plates, the tail wing first flap is arranged close to the front wing assembly and connected with the two tail wing first end plates, and the tail wing main wing and the tail wing first flap are arranged in an arc shape along the length direction of the vehicle frame.

[0021] One end of the tail wing first flap away from the tail wing main wing is a tail wing blocking end, and the other end of the tail wing blocking end away from the tail wing main wing is a tail wing guide end; the height of the tail wing blocking end is higher than the height of the end of the tail wing main wing close to the tail wing first flap, the height of the tail wing guide end is lower than the height of the end of the tail wing main wing close to the tail wing first flap, and the height of the tail wing guide end is higher than the height of the lowest point of the tail wing main wing; the tail wing first guide opening is formed between the tail wing guide end and the tail wing main wing.

[0022] With the above arrangement, the curvature of the lower surface of the tail wing main wing is greater than the curvature of the upper surface of the tail wing main wing, and the flow rate of the airflow on the lower surface of the tail wing main wing is greater than the flow rate of the airflow on the upper surface of the tail wing main wing; thereby the air pressure on the upper surface of the tail wing main wing is greater than the air pressure on the lower surface of the tail wing main wing, a pressure difference is formed between the lower surface of the tail wing main wing and the upper surface of the tail wing main wing, and the air generates a downward pressure on the tail wing main wing; at the same time, the airflow entering the upper surface of the tail wing main wing is blocked by the tail wing blocking end, reducing the airflow on the upper surface of the tail wing main wing; at the same time, the tail wing guide end is located below the tail wing main wing and forms the tail wing first guide opening between the tail wing guide end and the tail wing main wing, and the airflow flowing out of the tail wing first flap flows into the lower surface of the tail wing main wing through the tail wing first guide opening formed between the tail wing main wing.

[0023] By arranging the tail wing first flap, a pressure difference is formed between the upper surface of the tail wing first flap and the lower surface of the tail wing first flap, the air generates a downward pressure on the tail wing first flap, and the downward pressure of the air on the tail wing assembly is improved; at the same time, the tail wing first flap suppresses the airflow on the upper surface of the tail wing main wing, and the tail wing first flap accelerates the airflow on the lower surface of the tail wing main wing, further increasing the air pressure difference between the upper surface and the lower surface of the tail wing main wing; and the downward pressure of the air on the tail wing main wing is increased.

[0024] Further, the tail wing assembly further comprises a tail wing second flap, the tail wing second flap is arranged away from the front wing assembly and connected with the two tail wing first end plates; the tail wing second flap is arranged in an arc shape along the length direction of the vehicle frame; the curvature of the lower surface of the tail wing second flap is greater than the curvature of the upper surface of the tail wing second flap; the tail wing second flap is arranged above the tail wing main wing, and a tail wing second guide opening is formed between the tail wing second flap and the tail wing main wing.

[0025] The above arrangement is that the airflow velocity of the lower surface of the second flap of the tail wing is greater than the airflow velocity of the upper surface of the second flap of the tail wing, a pressure difference is formed between the lower surface of the second flap of the tail wing and the upper surface of the second flap of the tail wing, and the air generates a downward pressure on the second flap of the tail wing; meanwhile, the second guide opening of the tail wing is formed between the second flap of the tail wing and the main wing of the tail wing; the airflow flowing out of the main wing of the tail wing flows into the lower surface of the second flap of the tail wing through the second guide opening of the tail wing, further increasing the air pressure difference between the upper surface and the lower surface of the second flap of the tail wing; and the downward pressure of the air on the second flap of the tail wing is increased.

[0026] Further, the adjacent transverse through holes are arranged in a staggered manner.

[0027] The above arrangement is that the transverse through holes realize the communication between the connected first partition cavities, so as to realize the flow of hydraulic oil; when the rapid driving of the racing car causes the gasoline to shake, the gasoline flows from one first partition cavity to another first partition cavity through the transverse through hole; the passing amount of gasoline in the connected first partition cavities is avoided when two or more transverse through holes are communicated, which further causes the gasoline to shake greatly and generate bubbles; the transverse through holes are arranged in a staggered manner, so that when the gasoline flows from one first partition cavity to another first partition cavity, it is first blocked by the transverse baffle, and then flows from another first partition cavity to another first partition cavity; the passing amount of gasoline in the adjacent first partition cavities is reduced.

[0028] Further, the oil tank shell comprises an oil tank top plate, an oil tank bottom plate, an oil tank left side plate, an oil tank right side plate, an oil tank front end plate, an oil tank rear end plate and an oil tank connecting plate which are sealed and connected to each other; the oil tank left side plate is clamped at one end of the oil tank bottom plate, the oil tank right side plate is clamped at the other end of the oil tank bottom plate, the oil tank front end plate is clamped at one side of the oil tank bottom plate, the oil tank rear end plate is clamped at the other side of the oil tank bottom plate, and the oil tank left side plate and the oil tank right side plate are clamped on the oil tank front end plate and the oil tank rear end plate; the oil tank connecting plate is inserted on the oil tank left side plate and the oil tank right side plate, and the oil tank front end plate supports the oil tank connecting plate; and the oil tank top plate is clamped on the oil tank left side plate, the oil tank right side plate, the oil tank front end plate, the oil tank rear end plate and the oil tank connecting plate.

[0029] The above arrangement is that the plates of the oil tank shell are clamped and sealed, so that the connection strength between the plates is large.

[0030] Further, two or more transverse baffles are clamped on the oil tank left side plate and the oil tank right side plate; and two or more longitudinal baffles are clamped on the oil tank front end plate and the oil tank rear end plate.

[0031] The above arrangement is that the transverse baffles and the longitudinal baffles are clamped with the oil tank shell respectively, and the connection strength between the baffle assembly and the oil tank shell is large.

[0032] Further, the walking device comprises a driven wheel assembly and a driving wheel assembly, the driven wheel assembly is connected with the frame and arranged between the front wing assembly and the flow guide assembly, and the driving wheel assembly is connected with the frame and arranged away from the front wing assembly; the output end of the engine is connected with the driving wheel assembly; the driven wheel assembly comprises first transmission members arranged on both sides of the frame respectively, wheels are connected with the first transmission members, a synchronous device is connected between the first transmission members, and the synchronous device is connected with the steering device.

[0033] The above arrangement realizes synchronous steering of the two wheels through the synchronous device.

[0034] Further, the first transmission member comprises a wheel core, a threaded portion is arranged on the wheel core, one end of the wheel core is threadedly connected with a locking nut through the first wheel, two or more than two positioning pins are arranged between the threaded portion and the wheel rim upright column, positioning holes matched with the positioning pins are arranged on the wheel, the positioning pins are inserted into the positioning holes, a step portion is arranged at one end of the threaded portion, two insertion holes symmetrically arranged with respect to the axial direction of the wheel core are arranged on the step portion, and anti-displacement devices are arranged in the two insertion holes to axially limit the locking nut.

[0035] The above arrangement locks the first transmission member through cooperation of the locking nut and the threaded portion, locks the wheels on both sides of the frame, and simultaneously fixes the locking nut through only one locking nut, so that the structure is simple, the mounting and dismounting are fast, and the locking nut is limited by the anti-displacement devices, so that the locking nut is pressed on the first transmission member and the second transmission member, thereby realizing stable connection of the locking nut and the transmission member.

[0036] Further, the anti-displacement device comprises two insertion pieces, the insertion pieces are one-to-one corresponding to the insertion holes, the insertion pieces are outwardly inserted and arranged from the inner wall of the step portion, the insertion piece comprises an insertion portion and a pressing portion, the insertion portion is arranged on one side of the pressing portion, the insertion portion is matched with the insertion hole in size and smaller than the pressing portion in size, the insertion portion passes through the insertion hole to resist the pressing portion from the inner wall of the step portion, locking holes are arranged on the pressing portion, the two insertion pieces are connected through a torsion spring, one arm of the torsion spring is connected with one locking hole, the other arm of the torsion spring is connected with the other locking hole, and the pressing portions of the two insertion pieces are pressed on the inner wall of the step portion under the elastic force of the torsion spring.

[0037] The above arrangement extends the insertion portion to the outside of the step portion through the insertion hole, resists the locking nut through the insertion portion to limit the axial line of the locking nut, and connects the two insertion pieces through the torsion spring; the two pressing portions are simultaneously pressed on the inner wall of the step portion under the pressure of the torsion spring on the two insertion pieces, and the structure is simple. BRIEF DESCRIPTION OF DRAWINGS

[0038] Figure 1 It is a three-dimensional schematic view of the present application.

[0039] Figure 2 Side view of the front wing assembly connected to the housing in the present invention.

[0040] Figure 3 Perspective view of the front wing assembly connected to the housing in the present invention.

[0041] Figure 4 Exploded view of the front wing assembly in the present invention.

[0042] Figure 5 Cross-sectional view of Figure 4 A-A in the present invention.

[0043] Figure 6 Front view of the flow guide assembly connected to the housing in the present invention.

[0044] Figure 7 Perspective view of the flow guide assembly in the present invention.

[0045] Figure 8 Cross-sectional view of the flow guide assembly in the present invention.

[0046] Figure 9 Perspective view of the power system in the present invention.

[0047] Figure 10 Schematic view of the cooling water tank in the present invention.

[0048] Figure 11 Perspective view of the oil tank in the present invention.

[0049] Figure 12 Exploded view of the oil tank with the feed pipe removed in the present invention.

[0050] Figure 13 Schematic view of the first and second partitioned cavities in the present invention.

[0051] Figure 14 Perspective view of the baffle assembly and oil pump in the present invention.

[0052] Figure 15 Perspective view of the transverse baffle in the present invention.

[0053] Figure 16 Perspective view of the longitudinal baffle in the present invention.

[0054] Figure 17 Perspective view of the steering system in the present invention.

[0055] Figure 18 Perspective view of the synchronization device in the present invention.

[0056] Figure 19 Perspective view of the synchronization device with the second and third transmission rods removed in the present invention.

[0057] Figure 20 This is a schematic diagram of the connection between the wheel and the first transmission component in this invention.

[0058] Figure 21 This is an exploded view of the wheel, the first transmission component, and the locking nut in this invention.

[0059] Figure 22 This is a three-dimensional schematic diagram of the wheel in this invention.

[0060] Figure 23 This is an exploded view of the first transmission component in this invention.

[0061] Figure 24 This is a cross-sectional view of the connection between the wheel core and the wheel edge post in this invention.

[0062] Figure 25 This is a sectional view showing the disassembled wheel core and wheel edge post in this invention. Detailed Implementation

[0063] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0064] like Figures 1-25 As shown; a racing car with good airflow guidance includes a frame 1, a shell 2, an aerodynamic kit and a power system 3. The shell 2 covers the frame 1, and a base plate 10 is provided on the frame 1. The aerodynamic kit includes a front wing assembly 41, a rear wing assembly 42 and a flow guide assembly 43. The front wing assembly 41 is located at the front end of the shell 2, the flow guide assembly 43 is located on both sides of the shell 2, and the rear wing assembly 42 is located away from the front wing assembly 41 and installed at the rear of the frame 1.

[0065] The front wing assembly 41 includes an adjusting component assembly 410, a front wing main wing 411, and two front wing flaps 412. The front wing main wing 411 and the front wing flaps 412 provide downforce for the race car. Front wing first end plates 413 are respectively provided at both ends of the front wing main wing 411, and two front wing second end plates 414 are provided between the two front wing first end plates 413. One end of each of the two front wing second end plates 414 is connected to the upper surface of the front wing main wing 411.

[0066] The adjusting member assembly 410 comprises two adjusting members 4101 located between the two front wing second end plates 414; the top end and the bottom end of the adjusting member 4101 are respectively provided with adjusting fixing parts 4102, and one front wing second end plate 414 is connected with the shell 2 through one adjusting member 4101, and two or more adjusting holes 4103 with different horizontal heights are arranged between the two adjusting fixing parts 4102 of each adjusting member. The front wing connecting hole 4141 is arranged on each front wing second end plate 414, and the front wing connecting member (not shown in the figure) is arranged in the front wing connecting hole 4141; the two front wing connecting members are arranged at the same height, and one front wing connecting member passes through the adjusting hole 4103 of one adjusting member 4101 and is connected with the front wing fixing member; the front wing connecting member is matched with the adjusting hole 4103 with different horizontal heights to adjust the height of the front wing assembly 41. In the embodiment, the front wing connecting member is a bolt, and the front wing fixing member is a nut.

[0067] The front wing connecting member is connected with the front wing fixing member after passing through the front wing connecting hole and the adjusting hole; in this way, the connection between the front wing assembly, the adjusting assembly and the shell is realized. When the front wing connecting member arranged in the front wing connecting hole is matched with the adjusting hole with different heights, the height of the front wing assembly on the adjusting assembly is changed, and the height adjustment of the front wing assembly is realized. By changing the height of the front wing assembly, the space between the front wing assembly and the ground can be further reduced, the flow rate of the airflow passing through the front wing assembly is further increased, and the pressure difference is further increased.

[0068] The two front wing flaps 412 are located above the front wing main wing 411 and are symmetrically arranged with respect to the shell 2, and the front wing flap 412 is connected between the front wing second end plate 414 and the front wing first end plate 413; the front wing flap 412 and the front wing main wing 411 form the front wing first flow guide 415; and the front wing main wing 411 and the shell 2 form the front wing second flow guide 416.

[0069] The lower surface of the front wing main wing 411 located between the two front wing second end plates 414 is outwardly provided with an arc-shaped protruding part 4111; by arranging the arc-shaped protruding part 4111, the space between the front wing assembly 41 and the ground is reduced, the flow rate of the airflow between the arc-shaped protruding part 4111 and the ground is increased due to the reduction of the space, the air pressure between the lower surface of the racing car and the ground is reduced, the pressure difference between the air pressure on the upper surface of the racing car and the air pressure on the lower surface of the racing car is increased, the downward pressure of the air on the racing car is increased, and the grip of the racing car is further increased.

[0070] The front wing main wing 411 and the front wing flap 412 are arc-shaped along the length direction of the frame 1. The surface arc of the arc-shaped protruding part 4111, the arc of the lower surface of the front wing main wing 411 is greater than the arc of the upper surface of the front wing main wing 411. The arc of the lower surface of the front wing flap 412 is greater than the arc of the upper surface of the front wing flap 412. In this way, the flow rate of the airflow on the lower surface of the front wing assembly 41 is greater than the flow rate of the airflow on the upper surface of the front wing assembly 41. The airflow enters the lower surface of the racing car through the front wing first flow guide 415 and the front wing second flow guide 416, and the airflow on the lower surface of the racing car converges to accelerate the flow rate of the airflow on the lower surface of the racing car. The pressure difference between the air pressure on the lower surface of the racing car and the air pressure on the upper surface of the racing car is further increased, and the downforce of the air on the racing car is improved.

[0071] The front wing first end plate 413 has a front wing first plate wing 417 and a front wing second plate wing 418 extending away from the front wing second end plate 414 on the side wall. The front wing first plate wing 417 is arranged on the upper surface of the front wing first end plate 413, and the front wing second plate wing 418 is arranged on the lower surface of the front wing first end plate 413. By arranging the front wing first plate wing 417 and the front wing second plate wing 418, the contact area between the front wing assembly 41 and the air is increased, and the downforce of the air on the front wing assembly 41 is improved.

[0072] The front wing first end plate 413 has a front wing arc-shaped flow guide 419 arranged near one end of the tail wing assembly 42. The front wing arc-shaped flow guide 419 is bent away from the front wing second end plate 414. The front wing second plate wing 418 is connected to the front wing arc-shaped flow guide 419. When the airflow passes through the front wing arc-shaped flow guide 419, the airflow spreads outward at the end of the front wing assembly 41 to bypass the front wheels 5454 of the racing car, reducing the air pressure in front of the front wheels 5454. The airflow disturbed by the front wheels 5454 is reduced. At the same time, this part of the airflow has a large energy, which can carry away the turbulent flow generated by the rotation of the front wheels 5454. The pressure difference between the front and rear of the front wheels 5454 is reduced, and the resistance of the front wheels 5454 is reduced.

[0073] The flow guide assembly 43 includes a flow guide cover 431 and a flow guide 432. The flow guide 432 is arranged on the bottom plate 10, and the flow guide cover 431 is connected to the bottom plate 10 and the outer shell 2 and covers the flow guide 432. The flow guide cover 431, the flow guide 432, and the outer shell 2 form a heat dissipation channel 433. A first blocking part 434 is arranged at one end of the flow guide 432 away from the front wing assembly 41. Figure 6As shown, the width of the first barrier 434 is greater than the width of the heat dissipation channel 433; the height of the first barrier 434 is greater than the height of the heat dissipation channel 433; the first barrier 434 blocks the airflow passing through the heat dissipation channel 433; and an arc-shaped airflow outlet 435 upwardly arranged is formed between the first barrier 434 and the heat dissipation channel 433. The airflow passing through the front wing assembly 41 enters the heat dissipation channel 433 of the airflow guide assembly 43, and the airflow is blocked by the first barrier 434, and then flows out of the arc-shaped airflow outlet 435, so that the airflow can bypass the rear wheels 5454 of the racing car, thereby reducing the resistance of the rear wheels 5454.

[0074] Referring to Figure 2 In this embodiment, the top of the first barrier 434 extends vertically upward. The first barrier 434 plays a role in guiding the airflow out of the heat dissipation channel 435; the airflow flowing out of the arc-shaped airflow outlet 435 first flows vertically upward under the action of the first barrier 434, and then flows in the opposite direction of the forward movement of the racing car, further reducing the resistance of the rear wheels 5454.

[0075] The tail wing assembly 42 includes a tail wing main wing 421, a tail wing first flap 422, and a tail wing second flap 423. The tail wing main wing 421 has two tail wing first end plates 424 at its two ends. The tail wing first flap 422 is arranged close to the front wing assembly 41 and connected to the two tail wing first end plates 424. The tail wing second flap 423 is arranged away from the front wing assembly 41 and connected to the two tail wing first end plates 424. The tail wing main wing 421, the tail wing first flap 422, and the tail wing second flap 423 are all arc-shaped along the length direction of the frame 1. The curvature of the lower surface of the tail wing main wing 421 is greater than the curvature of the upper surface of the tail wing main wing 421. The flow rate of the airflow on the lower surface of the tail wing main wing 421 is greater than the flow rate of the airflow on the upper surface of the tail wing main wing 421. Thus, the air pressure on the upper surface of the tail wing main wing 421 is greater than the air pressure on the lower surface of the tail wing main wing 421, forming a pressure difference between the lower surface and the upper surface of the tail wing main wing 421, and the air generates a downward pressure on the tail wing main wing 421.

[0076] The curvature of the lower surface of the tail wing first flap 422 is greater than the curvature of the upper surface of the tail wing first flap 422. A pressure difference is formed between the upper surface and the lower surface of the tail wing first flap 422, and the air generates a downward pressure on the tail wing first flap 422, thereby increasing the downward pressure of the air on the tail wing assembly 42.

[0077] The first tail wing flap 422 is away from one end of the tail wing main wing 421, which is the tail wing blocking end 425, and the other end of the tail wing blocking end 425 is the tail wing guide end 426; the height of the tail wing blocking end 425 is higher than the height of the end of the tail wing main wing 421 close to the first tail wing flap 422, and the tail wing blocking end 425 blocks the airflow entering the upper surface of the tail wing main wing 421, reducing the airflow on the upper surface of the tail wing main wing 421; the height of the tail wing guide end 426 is lower than the height of the end of the tail wing main wing 421 close to the first tail wing flap 422, and the height of the tail wing guide end 426 is higher than the height of the lowest point of the tail wing main wing 421; the tail wing guide end 426 and the tail wing main wing 421 form a first tail wing guide port 427. The airflow flowing out of the first tail wing flap 422 flows into the lower surface of the tail wing main wing 421 through the first tail wing guide port 427 formed between the tail wing main wing 421. The first tail wing flap 422 suppresses the airflow on the upper surface of the tail wing main wing 421, and the first tail wing flap 422 accelerates the airflow on the lower surface of the tail wing main wing 421, further increasing the air pressure difference between the upper surface and the lower surface of the tail wing main wing 421; increasing the downward pressure of the air on the tail wing main wing 421.

[0078] The second tail wing flap 423 is arranged above the tail wing main wing 421, the curvature of the lower surface of the second tail wing flap 423 is greater than the curvature of the upper surface of the second tail wing flap 423; the airflow velocity of the lower surface of the second tail wing flap 423 is greater than the airflow velocity of the upper surface of the second tail wing flap 423, and a pressure difference is formed between the lower surface of the second tail wing flap 423 and the upper surface of the second tail wing flap 423, and the air generates a downward pressure on the second tail wing flap 423. The second tail wing flap 423 and the tail wing main wing 421 form a second tail wing guide port 428. The airflow flowing out of the tail wing main wing 421 flows into the lower surface of the second tail wing flap 423 through the second tail wing guide port 428, further increasing the air pressure difference between the upper surface and the lower surface of the second tail wing flap 423; increasing the downward pressure of the air on the second tail wing flap 423.

[0079] In this embodiment, a Gurney flap 429 is arranged on the top of the second tail wing flap 423 and the outer side of the first tail end plate 424; the Gurney flap 429 increases the downward pressure of the air on the tail wing assembly 42.

[0080] The power system 3 comprises a cooling device 31, an engine 32 and an oil tank 33, the cooling device 31 and the oil tank 33 are communicated with the engine 32 respectively, and the cooling device 31 is arranged in the heat dissipation channel 433. The cooling device 31 is used for cooling the engine 32, and the cooling device 31 is arranged in the heat dissipation channel 433, so that the air flow entering the heat dissipation channel 433 can take away the heat of the cooling device 31, and the cooling device 31 is cooled; and the heat dissipation effect of the engine 32 is improved. In the embodiment, two cooling devices 31 are arranged, and the two cooling devices 31 are connected with the engine through a cooling pipeline 34.

[0081] The cooling device 31 comprises a cooling water tank 311, the cooling water tank 311 comprises a water inlet cavity 312 and a water outlet cavity 313, two or more heat dissipation pipes 314 are connected between the water inlet cavity 312 and the water outlet cavity 313, two or more heat dissipation fins 315 are connected between the outer walls of adjacent heat dissipation pipes 314, and cooling gaps 316 are formed between adjacent heat dissipation fins 315. The water inlet 3121 of the water inlet cavity 312 is connected with the cooling liquid outlet (not shown in the figure) of the engine, the water outlet 3131 of the water outlet cavity 313 is connected with the cooling liquid inlet (not shown in the figure) of the engine, the cooling liquid enters the water inlet cavity 312, flows from the water inlet cavity 312 to the water outlet cavity 313 through the heat dissipation pipes 314, and in the process of flowing in the heat dissipation pipes 314, the heat dissipation fins 315 absorb the heat of the cooling liquid, the cooling liquid with reduced temperature flows back to the engine 32 to absorb the heat of the engine 32, so that the cooling of the engine 32 is realized.

[0082] A first connecting lug 3111 is arranged on one side of the cooling water tank 311, a second connecting lug 3112 is arranged on the other side of the cooling water tank 311, a first fixing member (not shown in the figure) is arranged on the side of the shell 2 close to the fairing body 432, a second fixing member (not shown in the figure) is arranged on the inner wall of the fairing body 432 away from the shell 2, a bolt is connected with a nut by penetrating the through hole of the first fixing member, the through hole 3113 of the first connecting lug 3111 and the through hole of the second connecting lug 3112, so that the first connecting lug 3111 and the shell 2 are fixedly connected, and the second connecting lug 3112 and the inner wall of the fairing body 432 away from the shell 2 are fixedly connected. Thus, the stable installation of the cooling device is realized.

[0083] A cooling housing 317 is arranged on one side of the cooling water tank 311, and a cooling exhaust fan 318 is arranged on the other side of the cooling housing 317 away from the cooling water tank 311. An exhaust passage (not shown in the figure) is formed in the cooling water tank 311, and the cooling gap 316, the exhaust passage, and the cooling exhaust fan 318 are in communication with each other. Part of the airflow entering the cooling gap 316 flows into the exhaust passage, and the airflow takes away the heat on the cooling fins 315 when the airflow contacts the cooling fins 315, thereby improving the heat dissipation effect of the cooling fins 315. At the same time, the air in the exhaust passage is exhausted under the negative pressure of the cooling exhaust fan 318, the airflow in the exhaust passage is accelerated by the cooling exhaust fan 318, and the heat dissipation effect is further improved. In this way, the heat dissipation effect of the engine 32 is good.

[0084] The oil tank 33 includes an oil tank housing 331, an oil storage cavity 332 is formed in the oil tank housing 331, and an inlet pipe 333 in communication with the oil storage cavity 332 is arranged on the oil tank housing 331. An oil pump 334 and a baffle assembly 335 are arranged in the oil storage cavity 332. The baffle assembly 335 includes two or more transverse baffles 3351 and two or more longitudinal baffles 3352. The two or more transverse baffles 3351 are arranged in parallel between the transverse inner wall of the oil tank housing 331, and the adjacent transverse baffles 3351 and the transverse inner wall of the oil tank housing 331 divide the oil storage cavity 332 into first separate cavities. The oil pump 334 is arranged on the two transverse baffles 3351. The transverse baffles 3351 are arranged along the height direction of the oil tank housing 331, and divide the oil storage cavity 332 into one or more first separate cavities. The size of each first separate cavity is smaller than the size of the oil storage cavity 332. By reducing the activity space of gasoline, the shaking of gasoline is reduced. The size of the oil storage cavity 332 is not too large, so that the gasoline in the oil storage cavity 332 does not shake violently to generate bubbles when the racing car moves rapidly. A transverse through hole 3354 is arranged on each transverse baffle 3351, which communicates the first separate cavities. The transverse through hole 3354 allows gasoline to flow between adjacent first separate cavities.

[0085] The two or more longitudinal baffles 3352 are arranged in parallel between the longitudinal inner wall of the oil tank housing 331, and the longitudinal baffles 3352 are arranged perpendicular to the transverse baffles 3351. The longitudinal baffles 3352 are inserted into the transverse baffles 3351, and the adjacent longitudinal baffles 3352 and the longitudinal inner wall of the oil tank housing 331 divide the first separate cavities into second separate cavities 3353. The longitudinal baffles 3352 are arranged along the length direction of the oil tank housing 331, and divide the first separate cavities into one or more second separate cavities 3353. The size of each second separate cavity 3353 is smaller than the size of the first separate cavity, and the activity space of gasoline is further reduced.

[0086] The longitudinal through holes 3355 are arranged on each longitudinal baffle 3352 and communicate with the second separated cavities 3353. The longitudinal through holes 3355 are arranged to realize the communication between different second separated cavities 3353, so that the gasoline can flow between adjacent second separated cavities 3353 and flow from one second separated cavity 3353 to another second separated cavity 3353 when the gasoline shakes, thereby reducing the bubbles generated by the impact between the gasoline and the longitudinal baffle 3352.

[0087] In the embodiment, the transverse through holes 3354 are arranged staggered between adjacent transverse through holes 3354. The transverse through holes 3354 realize the communication between the connected first separated cavities, so that the hydraulic oil can flow; when the racing car drives at high speed and causes the gasoline to shake, the gasoline will flow from one first separated cavity to another first separated cavity through the transverse through hole 3354; if two or more transverse through holes 3354 are connected, the flow amount of the gasoline in the connected first separated cavities will be large, which will further cause the gasoline to shake greatly and generate bubbles; the transverse through holes 3354 are arranged staggered, so that when the gasoline flows from one first separated cavity to another first separated cavity, it will be blocked by the transverse baffle 3351 first, and then flow from the another first separated cavity to another first separated cavity; the flow amount of the gasoline in the adjacent first separated cavities is reduced.

[0088] The oil tank shell 331 comprises an oil tank top plate 3311, an oil tank bottom plate 3312, an oil tank left side plate 3313, an oil tank right side plate 3314, an oil tank front end plate 3315, an oil tank rear end plate 3316 and an oil tank connecting plate 3317 which are connected to each other in a sealed manner; the oil tank left side plate 3313 is clamped at one end of the oil tank bottom plate 3312, the oil tank right side plate 3314 is clamped at the other end of the oil tank bottom plate 3312, the oil tank front end plate 3315 is clamped at one side of the oil tank bottom plate 3312, the oil tank rear end plate 3316 is clamped at the other side of the oil tank bottom plate 3312, and the oil tank left side plate 3313 and the oil tank right side plate 3314 are clamped on the oil tank front end plate 3315 and the oil tank rear end plate 3316; the oil tank connecting plate 3317 is inserted on the oil tank left side plate 3313 and the oil tank right side plate 3314 and the oil tank front end plate 3315 supports the oil tank connecting plate 3317; and the oil tank top plate 3311 is clamped on the oil tank left side plate 3313, the oil tank right side plate 3314, the oil tank front end plate 3315, the oil tank rear end plate 3316 and the oil tank connecting plate 3317.

[0089] The bottom ends of the oil tank left side plate 3313, the oil tank right side plate 3314, the oil tank front end plate 3315 and the oil tank rear end plate 3316 are welded on the oil tank bottom plate 3312; the oil tank left side plate 3313 is welded with the oil tank front end plate 3315 and the oil tank rear end plate 3316 respectively; and the oil tank right side plate 3314 is welded with the oil tank front end plate 3315 and the oil tank rear end plate 3316 respectively.

[0090] The oil tank connecting plate 3317 is welded with one side of the oil tank left side plate 3313, one side of the oil tank right side plate 3314 and the top end of the oil tank front end plate 3315; the oil tank top plate 3311 is welded with the oil tank left side plate 3313, the oil tank right side plate 3314 and the top end of the oil tank rear end plate 3316 and the oil tank connecting plate 3317.

[0091] In the present embodiment, the circumferential wall of the oil tank bottom plate 3312 is provided with a clamping groove 3318, the circumferential wall of the oil tank left side plate 3313 is provided with a first protruding piece 3319, the circumferential wall of the oil tank right side plate 3314 is provided with a first protruding piece 3319, and the oil tank left side plate 3313 and the oil tank right side plate 3314 are clamped on the clamping groove 3318 of the oil tank bottom plate 3312. The bottom of the oil tank front end plate 3315 and the bottom of the oil tank rear end plate 3316 are provided with a first protruding piece 3319, and the two sides of the oil tank front end plate 3315 and the two sides of the oil tank rear end plate 3316 are provided with a clamping groove 3318; the oil tank front end plate 3315 and the oil tank rear end plate 3316 are clamped on the clamping groove 3318 of the oil tank bottom plate 3312.

[0092] The clamping groove 3318 of the oil tank front end plate 3315 and the oil tank rear end plate 3316 is clamped with the first protruding piece 3319 of the oil tank left side plate 3313 and the first protruding piece 3319 of the oil tank right side plate 3314, and the top of the oil tank front end plate 3315 and one side of the oil tank top plate 3311 resist the oil tank connecting plate 3317. The two sides of the oil tank connecting plate 3317 are provided with a clamping groove 3318, and the oil tank connecting plate 3317 is clamped with the first protruding piece 3319 of the oil tank left side plate 3313 and the first protruding piece 3319 of the oil tank right side plate 3314; the two ends of the oil tank top plate 3311 and the side away from the oil tank connecting plate 3317 are provided with a clamping groove 3318, and the oil tank top plate 3311 is clamped with the first protruding piece 3319 of the oil tank left side plate 3313, the first protruding piece 3319 of the oil tank right side plate 3314 and the first protruding piece 3319 of the oil tank rear end plate 3316. The plates of the oil tank shell 331 are clamped and sealed, so that the connection strength between the plates is large.

[0093] Two or more transverse baffles 3351 are engaged on the left side plate 3313 and the right side plate 3314 of the fuel tank; two or more longitudinal baffles 3352 are engaged on the front end plate 3315 and the rear end plate 3316 of the fuel tank. In this embodiment, slots 3310 are also provided on the front end plate 3315, the rear end plate 3316, the left side plate 3313, and the right side plate 3314 of the fuel tank; second protrusions are provided at both ends of the transverse baffles 3351, and the second protrusions are engaged in the slots 3310 of the left side plate 3313 and the right side plate 3314 of the fuel tank; third protrusions are provided at both ends of the longitudinal baffles 3352, and the third protrusions are engaged in the slots 3310 of the front end plate 3315 and the rear end plate 3316 of the fuel tank. The transverse baffle 3351 and the longitudinal baffle 3352 are respectively snapped into the oil tank housing 331, and the connection strength between the baffle assembly 335 and the oil tank housing 331 is high.

[0094] The longitudinal baffle 3352 is inserted into the transverse baffle 3351. A longitudinal first insertion slot is provided on one side of the transverse baffle 3351, with one or more first insertion slots corresponding to the number of longitudinal baffles 3352. A transverse second insertion slot is provided at one end of the longitudinal baffle 3352, with one or more second insertion slots corresponding to the number of transverse baffles 3351. The transverse baffle 3351 is inserted into the end of the longitudinal baffle 3352 away from the second insertion slot through the first insertion slot; the longitudinal baffle 3352 is inserted into the side of the transverse baffle 3351 away from the first insertion slot through the second insertion slot. All transverse baffles 3351 are inserted through one longitudinal baffle 3352. The transverse baffles and longitudinal baffles are interlocked, achieving the connection between the longitudinal baffle 3352 and the transverse baffle 3351. The structure is simple and has good stability.

[0095] like Figure 1 , 17 As shown in Figure 25, a running gear is also provided on the frame 1. The running gear includes a driven wheel assembly 51 and a driven wheel assembly 52. ​​The driven wheel assembly 51 is connected to the frame 1 and is located between the front wing assembly 41 and the air guide assembly 43. The driven wheel assembly 52 is connected to the frame 1 and is located away from the front wing assembly 41. The output end of the engine 32 is connected to the driven wheel assembly 52. ​​The driven wheel assembly 51 includes first transmission members 53 respectively located on both sides of the frame 1. Wheels 54 are connected to the first transmission members 53. A synchronizing device 55 is connected between the two first transmission members 53. The synchronizing device 55 is connected to the steering device 56. The synchronizing device 55 enables the synchronous steering of the two wheels 54.

[0096] The first transmission component 53 includes a wheel core 531 and a wheel-side column 532. The wheel-side column 532 is oscillatingly connected to the frame 1. The wheel core 531 passes through the wheel-side column 532 and is rotatably connected to the wheel-side column 532 through a rotating assembly.

[0097] The wheel-side post 532 includes a rotating hole 5321, a first receiving groove 5322 on one side of the rotating hole 5321, and a second receiving groove 5323 on the other side of the rotating hole 5321. A stop portion 5324 is formed between the first receiving groove 5322 and the second receiving groove 5323. The rotating assembly includes a first bearing 541 and a second bearing 542. The first bearing 541 is disposed in the first receiving groove 5322, and the second bearing 542 is disposed in the second receiving groove 5323. The side of the outer ring of the first bearing 541 abuts against the stop portion 5324, and the side of the outer ring of the second bearing 542 abuts against the stop portion 5324.

[0098] One end of the wheel core 531 passes through the first bearing 541, the second bearing 542, and the rotating hole 5321. The wheel core 531 is interference-fitted with the inner ring of the first bearing 541 and with the inner ring of the second bearing 542. The outer ring of the first bearing 541 fits against the inner wall of the first receiving groove 5322; the outer ring of the second bearing 542 fits against the inner wall of the second receiving groove 5323. Through the interference fit between the wheel core 531 and the inner rings of the first bearing 541 and the second bearing 542, the first bearing 541 and the second bearing 542 are axially fixed on the wheel core 531. The abutment part 5324 abuts against the axially fixed first bearing 541 and second bearing 542, thus limiting the axial movement of the wheel core 531 and achieving a rotatable connection between the wheel core 531 and the wheel edge post 532.

[0099] A limiting block 543 is provided on the side of the second bearing 542 away from the first bearing 541. The limiting block 543 has a limiting through hole 5431. The wheel core 531 passes through the limiting through hole 5431 and is interference-fitted with the limiting through hole 5431. The limiting block 543 blocks the second bearing 542 to prevent the second bearing 542 from dislodging, and further improves the connection stability between the wheel core 531 and the wheel side column 532.

[0100] The wheel-side post 532 has a first hinge seat 5325 at its top and a second hinge seat 5326 at its bottom. The first hinge seat 5325 is located above the wheel core 531, and the second hinge seat 5326 is located below the wheel core 531. The first and second hinge seats coincide in the height projection direction of the wheel core. A third hinge seat 5327 is also provided on the wheel-side post 532, located on one side of the wheel core 531. The first hinge seat 5325, the second hinge seat 5326, and the third hinge seat 5327 are all arranged laterally along the axial direction of the wheel core 531. The third hinge seat 5327 is connected to the synchronization device 55. (Refer to...) Figure 1As shown; the first hinge seat 5325 and the second hinge seat 5326 are hinged to the frame via a connecting rod 57. The centerline of the first hinge seat and the second hinge seat along the height direction of the wheel rim pillar is the swing axis of the wheel rim pillar. The synchronizing device drives the wheel to swing along the swing axis of the wheel rim pillar; see reference. Figure 1 As shown, the wheel-side column 532 can swing left and right relative to the frame along the length of the frame. The third hinge seat 5327 is driven by the synchronization device 55 to move, thereby realizing the swing of the wheel-side column 532, and thus the swing of the wheel 54.

[0101] The synchronization device 55 includes a synchronization bracket 550, a first transmission rod 551, a second transmission rod 552, a third transmission rod 553, a synchronization gear shaft 554, and a sleeve assembly 555. Fixed seats 5501 are provided at both ends of the synchronization bracket 550, and the sleeve assembly 555 is fixed between the two fixed seats 5501. The first transmission rod 551 passes through the sleeve assembly 555, with one end of the first transmission rod 551 passing through a fixed seat 5501 and hinged to the second transmission rod 552. The other end of the first transmission rod 551 slides through another fixed seat 5501 and is hinged to the third transmission rod 553. The first transmission rod 551 is slidably mounted on the two fixed seats 5501. The second transmission rod 552 is hinged to a third hinge seat 5327 of a first transmission component. The third transmission rod 553 is hinged to a third hinge seat 5327 of another first transmission component.

[0102] A rack 5511 is provided on one side of the first transmission rod 551. The sleeve assembly 555 includes a mounting base 551, and an opening 5552 corresponding to the rack 5511 is provided on one side of the mounting base 551. A synchronous gear shaft 554 is mounted on the mounting base 551, and the gear of the synchronous gear shaft 554 passes through the opening 5552 and meshes with the rack 5511. The synchronous gear shaft 554 is connected to the steering device. The steering device drives the synchronous gear shaft 554 to rotate, and the synchronous gear shaft 554 drives the first transmission rod 551 to slide. The first transmission rod 551 drives the first transmission rod 551 and the second transmission rod 552 to move synchronously, thereby realizing the synchronous steering of the two wheels 54.

[0103] A threaded portion 5311 is provided at the end of the wheel core 531 away from the wheel rim post 532. The end of the wheel core 531 near the threaded portion 5311 passes through the wheel 54 and is threadedly connected to the locking nut 533. Two or more locating pins 5312 are provided between the threaded portion 5311 and the wheel rim post 532. The wheel 54 has locating holes 541 that mate with the locating pins 5312, and the locating pins 5312 are inserted into the locating holes 541. The rotating wheel core 531 drives the wheel 54 to rotate. A stepped portion 5313 is provided at the end of the threaded portion 5311 away from the wheel rim post 532. The diameter of the stepped portion 5313 is smaller than the diameter of the threaded portion 5311.

[0104] Two axially symmetrical insertion holes 5314 are provided on the step portion 5313 about the wheel core 531. An anti-disengagement device 58 is provided in the two insertion holes 5314, which limits the axial movement of the locking nut 533. The locking nut 533 is locked by cooperating with the threaded portion 5311; thus locking the wheels 5454 on both sides of the frame 1; and it is fixed by only one locking nut 533, which is simple in structure and quick to assemble and disassemble. At the same time, the locking nut 533 is limited by the anti-disengagement device 58, so that the locking nut 533 is pressed against the first transmission member 53 and the second transmission member, thus achieving a stable connection between the locking nut 533 and the transmission member.

[0105] The anti-dislocation device 58 includes two connectors 581, each corresponding to a connector hole 5314. The connectors 581 are inserted outwards from the inner wall of the stepped portion 5313. Each connector 581 includes a connector portion 582 and a clamping portion 583. The connector portion 582 is located on one side of the clamping portion 583. The connector portion 582 matches the size of the connector hole 5314 but is smaller than the clamping portion 583. The connector portion 582 passes through the connector hole 5314. The pressing part 583 is blocked from the inner wall of the step part 5313; the pressing part 583 is provided with a locking hole 5831, and the two plug-in parts 581 are connected by a torsion spring 584. One lever arm of the torsion spring 584 is connected to one locking hole 5831, and the other lever arm of the torsion spring 584 is connected to another locking hole 5831; under the elastic force of the torsion spring 584, the pressing parts 583 of the two plug-in parts 581 are pressed against the inner wall of the step part 5313.

[0106] The insertion part 582 extends through the insertion hole 5314 to the outside of the stepped part 5313. The insertion part 582 blocks the locking nut 533, thereby limiting the axis of the locking nut 533. At the same time, the two insertion parts 581 are connected by a torsion spring 584. The torsion spring 584 exerts pressure on the two insertion parts 581 under its own elastic force, so that the two pressing parts 583 are pressed against the inner wall of the stepped part 5313 at the same time. The structure is simple.

Claims

1. A racing car with good airflow guidance, characterized in that: The vehicle includes a frame, a shell, an aerodynamic kit and a power system, the shell is covered on the frame, and a bottom plate is arranged on the frame; the aerodynamic kit includes a front wing assembly and a flow guide assembly; the front wing assembly is arranged at the front end of the shell, the flow guide assembly is arranged on both sides of the shell, a tail wing assembly is arranged away from the front wing assembly and is installed at the tail of the frame; The front wing assembly includes an adjusting part assembly, a front wing main wing and two front wing flaps, a front wing first end plate is arranged at each end of the front wing main wing, and two front wing second end plates are arranged between the two front wing first end plates; one end of each of the two front wing second end plates is connected with the upper surface of the front wing main wing; The adjusting part assembly includes two adjusting parts, the two adjusting parts are arranged between the two front wing second end plates; one front wing second end plate is connected with the shell through one adjusting part, a front wing connecting hole is arranged on each front wing second end plate, and a front wing connecting part is arranged in the front wing connecting hole; each adjusting part includes two or more adjusting holes with different horizontal heights, the two front wing connecting parts are arranged at the same height, one front wing connecting part passes through the adjusting hole of one adjusting part and is connected with a front wing fixing part; the front wing connecting part is matched with the adjusting holes with different horizontal heights to adjust the height of the front wing assembly; The two front wing flaps are arranged above the front wing main wing and are symmetrically arranged with respect to the shell, and the front wing flaps are connected between the front wing second end plates and the front wing first end plates; the front wing flaps and the front wing main wing form a front wing first flow guide opening therebetween; the front wing main wing and the shell form a front wing second flow guide opening therebetween; The lower surface of the front wing main wing between the two front wing second end plates is outwardly convexly provided with an arc-shaped convex part; the front wing main wing and the front wing flap are arranged in an arc shape along the length direction of the frame; the surface arc of the arc-shaped convex part, the arc of the lower surface of the front wing main wing and the arc of the upper surface of the front wing main wing are arranged in an arc shape along the length direction of the frame; the arc of the lower surface of the front wing flap is greater than the arc of the upper surface of the front wing flap; The front wing first plate wing and the front wing second plate wing are arranged on the side wall of the front wing first end plate and extend away from the front wing second end plate, the front wing first plate wing is arranged on the upper surface of the front wing first end plate, and the front wing second plate wing is arranged on the lower surface of the front wing first end plate; one end of the front wing first end plate close to the tail wing assembly is provided with a front wing arc-shaped flow guide part, and the front wing arc-shaped flow guide part is bent and formed away from the front wing second end plate; the front wing second plate wing is connected with the front wing arc-shaped flow guide part; The flow guide assembly includes a flow guide cover body and a flow guide device, the flow guide device is arranged on the bottom plate, the flow guide cover body is connected with the bottom plate and the shell and covers the flow guide device, and the flow guide cover body, the flow guide device and the shell form a heat dissipation channel therebetween; a first blocking part is arranged at one end of the flow guide device away from the front wing assembly, the height of the first blocking part is greater than the height of the heat dissipation channel, and the width of the first blocking part is greater than the width of the heat dissipation channel; the first blocking part blocks the airflow passing through the heat dissipation channel; the first blocking part and the heat dissipation channel form an arc-shaped flow guide outlet arranged upward therebetween; The power system includes a cooling device, an engine and an oil tank, the cooling device and the oil tank are respectively communicated with the engine, and the cooling device is arranged in the heat dissipation channel. The oil tank comprises an oil tank shell, an oil storage cavity is formed in the oil tank shell, an oil pump and a baffle assembly are arranged in the oil storage cavity, the baffle assembly comprises two or more transverse baffles and two or more longitudinal baffles; the two or more transverse baffles are arranged in parallel between the transverse inner wall of the oil tank shell, and the adjacent transverse baffles and the transverse inner wall of the oil tank shell divide the oil storage cavity into first partition cavities; The two or more longitudinal baffles are arranged in parallel between the longitudinal inner wall of the oil tank shell, and the longitudinal baffles are arranged perpendicularly to the transverse baffles; the longitudinal baffles are inserted into the transverse baffles, and the adjacent longitudinal baffles and the longitudinal inner wall of the oil tank shell divide the first partition cavities into second partition cavities; a transverse through hole is arranged on each transverse baffle and communicates with the first partition cavities, and a longitudinal through hole is arranged on each longitudinal baffle and communicates with the second partition cavities.

2. A racing car with good airflow guidance according to claim 1, characterized in that: The tail wing assembly comprises a tail wing main wing and a tail wing first flap, two tail wing first end plates are arranged at the two ends of the tail wing main wing, the tail wing first flap is arranged close to the front wing assembly and connected with the two tail wing first end plates, and the tail wing main wing and the tail wing first flap are arranged in an arc along the length direction of the vehicle frame; the curvature of the lower surface of the tail wing main wing is greater than the curvature of the upper surface of the tail wing main wing, and the curvature of the lower surface of the tail wing first flap is greater than the curvature of the upper surface of the tail wing first flap; One end of the tail wing first flap away from the tail wing main wing is a tail wing blocking end, and the other end of the tail wing first flap close to the tail wing main wing is a tail wing flow guide end; the height of the tail wing blocking end is higher than the height of the end of the tail wing main wing close to the tail wing first flap, the height of the tail wing flow guide end is lower than the height of the end of the tail wing main wing close to the tail wing first flap, and the height of the tail wing flow guide end is higher than the height of the lowest point of the tail wing main wing; the tail wing first flow guide opening is formed between the tail wing flow guide end and the tail wing main wing.

3. The racing vehicle with good airflow guidance according to claim 2, characterized in that: The tail wing assembly further comprises a tail wing second flap, the tail wing second flap is arranged away from the front wing assembly and connected with the two tail wing first end plates; the tail wing second flap is arranged in an arc along the length direction of the vehicle frame; the curvature of the lower surface of the tail wing second flap is greater than the curvature of the upper surface of the tail wing second flap; the tail wing second flap is arranged above the tail wing main wing, and the tail wing second flow guide opening is formed between the tail wing second flap and the tail wing main wing.

4. The racing vehicle with good airflow guidance according to claim 1, characterized in that: The adjacent transverse through holes are arranged in a staggered manner.

5. The racing vehicle with good airflow guidance according to claim 4, characterized in that: The oil tank shell comprises an oil tank top plate, an oil tank bottom plate, an oil tank left side plate, an oil tank right side plate, an oil tank front end plate, an oil tank rear end plate and an oil tank connecting plate which are sealed and connected with each other; the oil tank left side plate is clamped at one end of the oil tank bottom plate, the oil tank right side plate is clamped at the other end of the oil tank bottom plate, the oil tank front end plate is clamped at one side of the oil tank bottom plate, the oil tank rear end plate is clamped at the other side of the oil tank bottom plate, and the oil tank left side plate and the oil tank right side plate are clamped on the oil tank front end plate and the oil tank rear end plate; the oil tank connecting plate is inserted into the oil tank left side plate and the oil tank right side plate, and the oil tank front end plate supports the oil tank connecting plate; and the oil tank top plate is clamped on the oil tank left side plate, the oil tank right side plate, the oil tank front end plate, the oil tank rear end plate and the oil tank connecting plate.

6. A racing car with good airflow guidance according to claim 5, characterized in that: The two or more transverse baffles are clamped on the oil tank left side plate and the oil tank right side plate; and the two or more longitudinal baffles are clamped on the oil tank front end plate and the oil tank rear end plate.

7. The racing vehicle of claim 1, wherein: The walking device comprises a driven wheel assembly and a driving wheel assembly, the driven wheel assembly is connected with the frame and arranged between the front wing assembly and the flow guide assembly, and the driving wheel assembly is connected with the frame and arranged away from the front wing assembly; the output end of the engine is connected with the driving wheel assembly; the driven wheel assembly comprises first transmission members arranged on both sides of the frame respectively, the first transmission members are hinged with the frame; the wheels are connected with the first transmission members, the synchronous device is connected between the two first transmission members, and the synchronous device is connected with the steering device.

8. The racing vehicle with good airflow guidance according to claim 7, characterized in that: The first transmission member comprises a wheel core, a threaded portion is arranged on the wheel core, one end of the wheel core is threadedly connected with the lock nut through the wheel, two or more than two positioning pins are arranged between the threaded portion and the wheel rim upright column, and a positioning hole matched with the positioning pin is arranged on the wheel; the positioning pin is inserted into the positioning hole; a step portion is arranged at one end of the threaded portion, two insertion holes which are axially symmetrical with respect to the wheel core are arranged on the step portion, and an anti-dislocation device is arranged in the two insertion holes to axially limit the lock nut.

9. The racing vehicle of claim 8, wherein: The anti-dislocation device comprises two insertion pieces which are one-to-one corresponding with the insertion holes; the insertion pieces are outwardly inserted and arranged from the inner wall of the step portion, the insertion piece comprises an insertion portion and a pressing portion, the insertion portion is arranged on one side of the pressing portion, the insertion portion is matched with the insertion hole in size and smaller than the pressing portion in size, the insertion portion passes through the insertion hole to resist the pressing portion from the inner wall of the step portion; a locking hole is arranged on the pressing portion, the two insertion pieces are connected through a torsion spring, one force arm of the torsion spring is connected with one locking hole, and the other force arm of the torsion spring is connected with the other locking hole; the pressing portions of the two insertion pieces are pressed on the inner wall of the step portion under the elastic force of the torsion spring.

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