A wheel stabilizing steering system

Abstract

The application provides a kind of wheel stable steering system, including the first driving part of the steering system of front wing assembly, which comprises a wheel core; a threaded part is arranged at the end of the wheel core away from the wheel rim upright column; the end of the wheel core close to the threaded part is threadedly connected with a locking nut through the wheel; a step part is arranged at the end of the threaded part away from the wheel rim upright column, two plug-in holes are arranged on the step part, which are axially symmetrical to the wheel core, a anti-dislocation device is arranged between the two plug-in holes, and the end of the anti-dislocation device extending outward through the plug-in hole axially limits the locking nut; the stable connection between the wheel and the first driving part is realized; the front wing assembly provides the down pressure for the vehicle wheel to realize the stable steering of the two vehicle wheels; and the front wing assembly can reduce the resistance of the vehicle wheel.

Description

Technical Field

[0001] This invention relates to Formula One racing cars, and more specifically to a wheel stability steering system. Background Technology

[0002] Racing cars consist of aerodynamic components and a steering system. The aerodynamic components generate downforce through aerodynamic effects. While a racing car's engine provides significant power, without sufficient traction, it will simply spin in place, offering no improvement in performance. Statistics show that approximately 80% of a racing car's traction comes from downforce, with the remaining 20% ​​from the tires. Insufficient downforce affects the car's stability at high speeds. The steering system, used to steer the wheels, includes the steering mechanism and the wheels driven by it. Current wheels are secured only by nuts and bolts, without any axial restraint on the nuts. This allows the nuts to move relative to the bolts, making them prone to loosening and dislodging, resulting in poor wheel stability. Furthermore, the connection structure between the wheelpost and wheel hub in current racing cars is complex.

[0003] The existing front wing assembly is mounted on the front of the racing car's wheels; however, because the front wing assembly is fixed to the front of the car, it is impossible to adjust the height of the front wing assembly according to the terrain. No pressure difference can be formed between the upper and lower surfaces of the front wing assembly, resulting in low air pressure on the front wing assembly. Consequently, stable wheel steering cannot be achieved. Furthermore, the turbulence generated during wheel rotation interferes with the airflow leaving the front wing, leading to a large air pressure in front of the wheel and a large pressure difference, thus increasing wheel drag. This assembly cannot allow airflow passing over the front wing to bypass the wheel, resulting in interference between airflow and turbulence, further increasing wheel drag. Under significant drag, the wheel is prone to dislodging, making the wheel structure unstable. Summary of the Invention

[0004] This invention provides a wheel stability steering system, wherein the height of the front wing assembly is adjustable and the front wing assembly provides downforce to the wheels to achieve stable steering of both wheels; the front wing assembly can reduce the resistance of the wheels; and an anti-disengagement device is provided on the wheel core to axially limit the locking nut, and the locking nut is stably locked on the wheel core.

[0005] To achieve the above objectives, the technical solution of the present invention is as follows: a wheel stability steering system includes a front wing assembly and a steering system. The steering assembly is mounted on a vehicle frame, and a housing is provided on the vehicle frame. The front wing assembly is located at the front end of the housing.

[0006] The steering system includes a driven wheel assembly, a synchronizing device, and a steering device; the driven wheel assembly includes first transmission members respectively disposed on both sides of the frame, with wheels connected to the first transmission members, and the two first transmission members are connected by a synchronizing device, which is connected to the steering device.

[0007] The first transmission component includes a wheel core and a wheel rim post. The wheel core passes through the wheel rim post and is rotatably connected to the wheel rim post. The wheel rim post is hinged to the frame. A threaded portion is provided at the end of the wheel core away from the wheel rim post. Two or more locating pins are provided between the threaded portion and the wheel rim post. A locating hole that mates with the locating pins is provided on the wheel. The end of the wheel core near the threaded portion passes through the wheel and is threadedly connected to a lock nut. The locating pin is inserted into the locating hole.

[0008] A stepped section is provided at the end of the threaded section away from the wheel rim post. Two axially symmetrical insertion holes are provided on the stepped section about the wheel core. An anti-disengagement device is provided between the two insertion holes. The anti-disengagement device includes two insertion parts, and a torsion spring is connected between the two insertion parts. The insertion parts correspond one-to-one with the insertion holes. The insertion parts are inserted from the inner wall of the stepped section outward. The end of the insertion part that extends outward from through the insertion hole limits the locking nut axially.

[0009] The synchronization device includes a synchronization bracket, a first transmission rod, a second transmission rod, a third transmission rod, a synchronization gear shaft, and a sleeve assembly. Fixed seats are provided at both ends of the synchronization bracket, and the sleeve assembly is fixed between the two fixed seats. The first transmission rod passes through the sleeve assembly, with one end of the first transmission rod passing through a fixed seat and hinged to the second transmission rod. The other end of the first transmission rod slides through another fixed seat and is hinged to the third transmission rod. The first transmission rod is slidably mounted on the two fixed seats. The second transmission rod is hinged to one side of a first transmission component. The third transmission rod is hinged to one side of another first transmission component. A rack is provided on one side of the first transmission rod. The sleeve assembly includes a mounting seat, with an opening on one side of the mounting seat corresponding to the rack. The synchronization gear shaft is installed in the mounting seat, and the gear of the synchronization gear shaft passes through the opening and meshes with the rack. The synchronization gear shaft is connected to the steering device.

[0010] The forewing assembly includes an adjustment component assembly, a forewing main wing, and two forewing flaps. Forewing first end plates are provided at both ends of the forewing main wing, and two forewing second end plates are provided between the two forewing first end plates. One end of each of the two forewing second end plates is connected to the upper surface of the forewing main wing.

[0011] The adjusting component assembly includes two adjusting components located between the two front wing second end plates. One front wing second end plate is connected to the outer shell via an adjusting component. Each front wing second end plate has a front wing connection hole, through which a front wing connector is inserted. Each adjusting component includes two or more adjusting holes at different horizontal heights. The two front wing connectors are set at the same height, and one front wing connector passes through the adjusting hole of one adjusting component and is connected to the front wing connecting fastener. The front wing connectors cooperate with the adjusting holes at different horizontal heights to adjust the height of the front wing assembly.

[0012] The two forewing flaps are located above the main forewing and are symmetrically arranged about the outer shell. The forewing flaps are connected between the second end plate and the first end plate of the forewing. The first air intake of the forewing is formed between the forewing flaps and the main forewing. The second air intake of the forewing is formed between the main forewing and the outer shell.

[0013] The lower surface of the main wing of the front wing, located between the second end plates of the two front wings, is provided with an arc-shaped protrusion; both the main wing of the front wing and the front wing flap are arc-shaped along the length of the vehicle frame; the surface curvature of the arc-shaped protrusion and the curvature of the lower surface of the main wing of the front wing are greater than the curvature of the upper surface of the main wing of the front wing; the curvature of the lower surface of the front wing flap is greater than the curvature of the upper surface of the front wing flap.

[0014] A front wing arc-shaped air guide is provided at the end of the first end plate of the front wing near the wheel. The front wing arc-shaped air guide is bent in the direction away from the second end plate of the front wing. The second end plate of the front wing is connected to the front wing arc-shaped air guide.

[0015] In the steering system, the two first transmission components are connected by a synchronization device. When one end of the first transmission rod moves, it pushes the second transmission rod to extend, and the other end of the first transmission rod moves, it pulls the third transmission rod to retract. Similarly, when one end of the first transmission rod moves, it pushes the third transmission rod to extend, and the other end of the first transmission rod moves, it pulls the second transmission rod to retract. This achieves synchronous steering of the two wheels. The first transmission component is locked by a locking nut that engages with the threaded part, thus locking the wheels on both sides of the frame. Since only one locking nut is used for fixing, the structure is simple and allows for quick assembly and disassembly. A locating pin on the wheel hub is inserted into a locating hole on the wheel, and the locating pin rotates circumferentially along the wheel hub, causing the wheel to rotate. Simultaneously, an anti-disengagement device limits the locking nut, pressing it firmly against the first transmission component, thus achieving a stable connection between the locking nut and the transmission component.

[0016] In the front wing assembly, the connection between the front wing assembly and the outer shell is achieved through the second end plates of the two front wings. The main front wing and front wing flaps provide downforce to the race car. By incorporating arc-shaped protrusions, the space between the front wing assembly and the ground is reduced. Due to this reduced space, the airflow velocity between the arc-shaped protrusions and the ground increases, lowering the air pressure between the race car and the ground. The increased pressure difference between the air pressure on the lower and upper surfaces of the race car further enhances the downforce exerted by the air on the race car, thereby improving its grip. Simultaneously, the surface curvature of the arc-shaped protrusions... The curvature of the lower surface of the main forewing is greater than that of the upper surface; the curvature of the lower surface of the forewing flap is greater than that of the upper surface. This results in the airflow velocity on the lower surface of the forewing assembly being greater than that on the upper surface. The airflow passes through the first and second air inlets of the forewing and enters the lower surface of the race car. The airflow converges on the lower surface of the race car, accelerating the airflow velocity. This further increases the pressure difference between the air pressure on the lower and upper surfaces of the race car, increasing the downforce exerted by the air on the race car.

[0017] The curved airflow guide of the front wing, bent away from the second endplate, causes airflow to diffuse outwards at the end of the front wing assembly, bypassing the front wheels of the race car. This reduces the air pressure in front of the front wheels, thus minimizing airflow disturbance caused by the wheels. Simultaneously, this portion of airflow has significant energy and can carry away the turbulence generated by the rotation of the front wheels, reducing the pressure difference between the front and rear of the front wheels and decreasing drag.

[0018] Meanwhile, the second end plate of the forewing is connected to the outer shell via an adjustment assembly. This assembly has two or more adjustment holes at different horizontal heights. The forewing connector passes through the forewing connection hole and the adjustment hole before connecting to the forewing fixing component. This achieves the connection between the forewing assembly, the adjustment assembly, and the outer shell. When the forewing connector, which passes through the forewing connection hole, engages with the adjustment holes at different heights, the height of the forewing assembly on the adjustment assembly is changed, thus adjusting the height of the forewing assembly. By changing the height of the forewing assembly, the space between the forewing assembly and the ground can be further reduced, further increasing the airflow velocity within the forewing assembly and thus increasing the pressure difference.

[0019] Furthermore, the connector includes a plug-in portion and a clamping portion. The plug-in portion is located on one side of the clamping portion. The plug-in portion matches the size of the plug-in hole and is smaller than the clamping portion. The plug-in portion passes through the plug-in hole and blocks the clamping portion from the inner wall of the stepped portion. A locking hole is provided on the clamping portion. One arm of the torsion spring is connected to one locking hole, and the other arm of the torsion spring is connected to another locking hole. Under the elastic force of the torsion spring, the clamping portions of the two connectors are pressed against the inner wall of the stepped portion.

[0020] With the above configuration, the plug-in part extends out of the step part through the plug-in hole, and the plug-in part blocks the locking nut to limit the axis of the locking nut; at the same time, the two plug-in parts are connected by a torsion spring; the torsion spring itself exerts pressure on the two plug-in parts, so that the two pressing parts are pressed against the inner wall of the step part at the same time, and the structure is simple.

[0021] Furthermore, the wheel core is rotatably connected to the wheel rim post via a rotating assembly; the wheel rim post includes a rotating hole, a first receiving groove on one side of the rotating hole, and a second receiving groove on the other side of the rotating hole, with a stop portion formed between the first receiving groove and the second receiving groove; the rotating assembly includes a first bearing and a second bearing; the first bearing is disposed in the first receiving groove, and the second bearing is disposed in the second receiving groove; the side of the outer ring of the first bearing abuts against the stop portion, and the side of the outer ring of the second bearing abuts against the stop portion.

[0022] One end of the wheel core passes through the first bearing, the second bearing, and the rotating hole; the wheel core is interference-fitted with the inner ring of the first bearing and with the inner ring of the second bearing; the outer ring of the first bearing is in contact with the inner wall of the first receiving groove; and the outer ring of the second bearing is in contact with the inner wall of the second receiving groove.

[0023] The above configuration achieves axial fixation of the first and second bearings on the wheel core through interference fit between the wheel core and the inner rings of the first and second bearings. The abutment part provides axial resistance to the axially fixed first and second bearings, thereby limiting the axial movement of the wheel core and enabling a rotatable connection between the wheel core and the wheel edge column.

[0024] Furthermore, a first hinge seat is provided at the top of the wheel rim post, and a second hinge seat is provided at the bottom of the wheel rim post; the first hinge seat is located above the wheel core, and the second hinge seat is located below the wheel core; the first hinge seat and the second hinge seat coincide in the height projection direction of the wheel core; a third hinge seat is also provided on the wheel rim post, and the third hinge seat is located on one side of the wheel core; the first hinge seat, the second hinge seat, and the third hinge seat are all arranged laterally along the axial direction of the wheel core; the second transmission rod is hinged to the third hinge seat of a first transmission member; the third transmission rod is hinged to the third hinge seat of another first transmission member.

[0025] With the above configuration, the wheel-side column can swing left and right relative to the frame along the length of the frame; the third articulation seat is driven by a synchronization device to realize the swing of the wheel-side column, thereby realizing the swing of the wheel.

[0026] Furthermore, a first wing and a second wing extend from the sidewall of the first end plate of the forewing away from the second end plate of the forewing. The first wing is located on the upper surface of the first end plate of the forewing, and the second wing is located on the lower surface of the first end plate of the forewing.

[0027] The above configuration increases the contact area between the canard assembly and the air by setting the first and second canard wing panels, thereby increasing the downforce of the air on the canard assembly.

[0028] Furthermore, the front wing flap is tilted upwards from the end near the second endplate of the front wing to the end near the first endplate of the front wing.

[0029] With the above setup, since there is a distance between the wheels and the car frame, and the end of the front wing flap near the first endplate of the front wing corresponds to the wheel position, the tilted setting of the front wing flap increases the height of the end of the front wing flap near the first endplate of the front wing; in this way, the airflow on the front wing flap near the first endplate of the front wing will bypass the wheel from above; reducing the drag of the front wheel. Attached Figure Description

[0030] Figure 1 This is a three-dimensional schematic diagram of the present invention installed on a racing car.

[0031] Figure 2 This is a three-dimensional schematic diagram of the present invention.

[0032] Figure 3 This is a three-dimensional schematic diagram of the synchronization device in this invention.

[0033] Figure 4 This is a three-dimensional schematic diagram of the synchronization device in this invention without the second and third transmission rods.

[0034] Figure 5 This is a schematic diagram of the connection between the wheel and the first transmission component in this invention.

[0035] Figure 6 This is an exploded view of the wheel, the first transmission component, and the locking nut in this invention.

[0036] Figure 7 This is a three-dimensional schematic diagram of the wheel in this invention.

[0037] Figure 8 This is an exploded view of the first transmission component in this invention.

[0038] Figure 9 This is a cross-sectional view of the connection between the wheel core and the wheel edge post in this invention.

[0039] Figure 10 This is a sectional view showing the disassembled wheel core and wheel edge post in this invention.

[0040] Figure 11 This is a three-dimensional schematic diagram showing the connection between the forewing assembly and the outer shell.

[0041] Figure 12 This is an exploded view of the forewing assembly.

[0042] Figure 13 for Figure 12 Sectional view of AA. Detailed Implementation

[0043] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0044] like Figure 1-13 As shown; a wheel stabilization steering system includes a front wing assembly 41 and a steering system. The steering assembly is mounted on a frame 1, and a housing 2 is provided on the frame 1. The front wing assembly is located at the front end of the housing.

[0045] The steering system includes a driven wheel assembly 51; the driven wheel assembly 51 includes first transmission members 53 respectively disposed on both sides of the frame 1, with wheels 54 connected to the first transmission members 53, and a synchronizing device 55 connected between the two first transmission members 53, the synchronizing device 55 being connected to the steering device 56. The synchronizing device 55 enables the two wheels 54 to steer synchronously.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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 1 As 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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 axially limits 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 only one locking nut 533 is used for fixation, 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, thus achieving a stable connection between the locking nut 533 and the transmission member.

[0055] 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.

[0056] 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.

[0057] 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 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.

[0058] The adjusting component assembly 410 includes two adjusting components 4101 located between the two front wing second end plates 414. Adjusting fixing parts 4102 are respectively provided at the top and bottom of each adjusting component 4101. One front wing second end plate 414 is connected to the outer shell 2 via an adjusting component 4101. Two or more adjusting holes 4103 at different horizontal heights are provided between the two adjusting fixing parts 4102 of each adjusting component. Each front wing second end plate 414 has a front wing connecting hole 4141, through which a front wing connector (not shown in the figure) passes. The two front wing connectors are set at the same height, and one front wing connector passes through the adjusting hole 4103 of an adjusting component 4101 and connects to the front wing fixing component. The front wing connector cooperates with the adjusting holes 4103 at different horizontal heights to adjust the height of the front wing assembly 41. In this embodiment, the front wing connector is a bolt, and the front wing fixing component is a nut.

[0059] The forewing connector passes through the forewing connection hole and adjustment hole before connecting to the forewing fixing component; this achieves the connection between the forewing assembly, the adjustment assembly, and the outer shell. When the forewing connector, which passes through the forewing connection hole, engages with the adjustment holes at different heights, the height of the forewing assembly on the adjustment assembly is changed, thus achieving height adjustment of the forewing assembly. By changing the height of the forewing assembly, the space between the forewing assembly and the ground can be further reduced, further accelerating the airflow velocity within the forewing assembly, thereby increasing the pressure difference.

[0060] Two forewing flaps 412 are located above the forewing main wing 411 and are symmetrically arranged about the outer shell 2. The forewing flaps 412 are connected between the forewing second end plate 414 and the forewing first end plate 413. A forewing first air guide 415 is formed between the forewing flaps 412 and the forewing main wing 411. A forewing second air guide 416 is formed between the forewing main wing 411 and the outer shell 2.

[0061] The lower surface of the main wing 411 of the front wing, located between the second end plates 414 of the two front wings, is provided with an arc-shaped protrusion 4111. By setting the arc-shaped protrusion 4111, the space between the front wing assembly 41 and the ground is reduced. Due to the reduction in space, the airflow speed between the arc-shaped protrusion 4111 and the ground is increased, which reduces the air pressure between the race car and the ground. The pressure difference between the air pressure on the lower surface of the race car and the air pressure on the upper surface of the race car increases, which increases the downforce of the air on the race car, thereby improving the grip of the race car.

[0062] Both the main front wing 411 and the front wing flap 412 are arc-shaped along the length of the vehicle frame 1. The surface curvature of the arc-shaped protrusion 4111 and the curvature of the lower surface of the main front wing 411 are greater than the curvature of the upper surface of the main front wing 411; the curvature of the lower surface of the front wing flap 412 is greater than the curvature of the upper surface of the front wing flap 412. This makes the airflow velocity on the lower surface of the front wing assembly 41 greater than the airflow velocity on the upper surface of the front wing assembly 41, and the airflow enters the lower surface of the race car through the first front wing guide port 415 and the second front wing guide port 416. The airflow converges on the lower surface of the race car, accelerating the airflow velocity on the lower surface of the race car; further increasing the pressure difference between the air pressure on the lower surface of the race car and the air pressure on the upper surface of the race car, and increasing the downforce of the air on the race car.

[0063] Extending away from the second end plate 414 on the side wall of the first end plate 413 of the forewing are a first wing plate 417 and a second wing plate 418. The first wing plate 417 is disposed on the upper surface of the first end plate 413 of the forewing, and the second wing plate 418 is disposed on the lower surface of the first end plate 413 of the forewing. By providing the first wing plate 417 and the second wing plate 418, the contact area between the forewing assembly 41 and the air is increased, thereby increasing the downforce of the air on the forewing assembly 41.

[0064] The first endplate 413 of the front wing has an arc-shaped air guide 419 near the end of the race car wheel. The arc-shaped air guide 419 is bent away from the second endplate 414 of the front wing. The second endplate 418 of the front wing is connected to the arc-shaped air guide 419. When the airflow passes through the arc-shaped air guide 419, the airflow diffuses outward at the end of the front wing assembly 41, bypassing the front wheels of the race car, reducing the gas pressure in front of the front wheels, and thus reducing the airflow disturbed by the wheels. At the same time, this part of the airflow has greater energy and can carry away the turbulence generated by the rotation of the front wheels, reducing the pressure difference between the front and rear of the front wheels and reducing the drag of the front wheels.

[0065] The airflow guiding assembly 43 includes an airflow guiding cover 431 and an airflow guide 432. The airflow guide 432 is mounted on the base plate 10. The airflow guiding cover 431 is connected to the base plate 10 and the outer shell 2 and covers the airflow guide 432. A heat dissipation channel 433 is formed between the airflow guiding cover 431, the airflow guide 432, and the outer shell 2. A first blocking element 434 is provided at the end of the airflow guide 432 away from the front wing assembly 41. Figure 6 As shown, the width of the first block 434 is greater than the width of the heat dissipation channel 433; the height of the first block 434 is greater than the height of the heat dissipation channel 433; the first block 434 blocks the airflow passing through the heat dissipation channel 433; an upwardly oriented arc-shaped airflow outlet 435 is formed between the first block 434 and the heat dissipation channel 433. The airflow guide assembly 43 is located on one side of the front wing assembly 41. The airflow through the front wing assembly 41 enters the heat dissipation channel 433 of the airflow guide assembly 43. The airflow is blocked by the first block 434, and the airflow flows out from the arc-shaped airflow outlet 435, allowing the airflow to bypass the rear wheels of the race car; thereby reducing the drag of the rear wheels.

[0066] In this embodiment, the front wing flap 412 is inclined upward from the end near the second end plate 414 of the front wing to the end near the first end plate 413 of the front wing flap 412. (Refer to...) Figure 1 As shown, since there is a distance between the wheel and the car frame, and the end of the front wing flap 412 near the first end plate 413 of the front wing corresponds to the wheel position, the front wing flap 412 is tilted to increase the height of the end of the front wing flap 412 near the first end plate 413 of the front wing; in this way, the airflow on the front wing flap 412 near the first end plate 413 of the front wing will bypass the wheel from above; reducing the drag of the front wheel.

[0067] In this embodiment, the width of the canard flap 412 near the first end plate 413 of the canard is greater than the width of the canard flap 412 near the second end plate 414 of the canard. This increases the downforce of the air on the canard flap 412.

Claims

1. A wheel stabilization steering system, comprising a front wing assembly and a steering system, the steering assembly being mounted on a vehicle frame, the vehicle frame being covered by a housing, and the front wing assembly being disposed at the front end of the housing, characterized in that: The steering system includes a driven wheel assembly, a synchronizing device, and a steering device; the driven wheel assembly includes first transmission members respectively disposed on both sides of the frame, with wheels connected to the first transmission members, the two first transmission members being connected by a synchronizing device, and the synchronizing device being connected to the steering device. The first transmission component includes a wheel core and a wheel rim post. The wheel core passes through the wheel rim post and is rotatably connected to the wheel rim post. The wheel rim post is hinged to the frame. A threaded portion is provided at the end of the wheel core away from the wheel rim post. Two or more locating pins are provided between the threaded portion and the wheel rim post. A locating hole that mates with the locating pins is provided on the wheel. The end of the wheel core near the threaded portion passes through the wheel and is threadedly connected to a lock nut. The locating pin is inserted into the locating hole. A stepped section is provided at the end of the threaded section away from the wheel rim post. Two axially symmetrical insertion holes are provided on the stepped section about the wheel core. An anti-disengagement device is provided between the two insertion holes. The anti-disengagement device includes two insertion parts, and a torsion spring is connected between the two insertion parts. The insertion parts correspond one-to-one with the insertion holes. The insertion parts are inserted from the inner wall of the stepped section outward. The end of the insertion part that extends outward from through the insertion hole limits the axial movement of the locking nut. The synchronization device includes a synchronization bracket, a first transmission rod, a second transmission rod, a third transmission rod, a synchronization gear shaft, and a sleeve assembly. Fixed seats are provided at both ends of the synchronization bracket, and the sleeve assembly is fixed between the two fixed seats. The first transmission rod passes through the sleeve assembly, with one end passing through a fixed seat and hinged to the second transmission rod. The other end of the first transmission rod slides through another fixed seat and is hinged to the third transmission rod. The first transmission rod is slidably mounted on the two fixed seats. The second transmission rod is hinged to one side of a first transmission component. The third transmission rod is hinged to one side of another first transmission component. A rack is provided on one side of the first transmission rod. The sleeve assembly includes a mounting seat, with an opening on one side of the mounting seat corresponding to the rack. The synchronization gear shaft is mounted in the mounting seat, and the gear of the synchronization gear shaft passes through the opening and meshes with the rack. The synchronization gear shaft is connected to the steering device. The canard assembly includes an adjustment component assembly, a canard main wing, and two canard flaps. A canard first end plate is provided at each end of the canard main wing, and two canard second end plates are provided between the two canard first end plates. One end of each of the two canard second end plates is connected to the upper surface of the canard main wing. The adjusting component assembly includes two adjusting components located between the two front wing second end plates. One front wing second end plate is connected to the outer shell via an adjusting component. Each front wing second end plate has a front wing connection hole, through which a front wing connector is inserted. Each adjusting component includes two or more adjusting holes at different horizontal heights. The two front wing connectors are set at the same height, and one front wing connector passes through the adjusting hole of one adjusting component and connects to the front wing connecting fastener. The front wing connectors cooperate with the adjusting holes at different horizontal heights to adjust the height of the front wing assembly. The two forewing flaps are located above the main forewing and are symmetrically arranged about the outer shell. The forewing flaps are connected between the second end plate of the forewing and the first end plate of the forewing. The first air intake of the forewing is formed between the forewing flaps and the main forewing. The second air intake of the forewing is formed between the main forewing and the outer shell. The lower surface of the main wing of the front wing, located between the second end plates of the two front wings, is provided with an arc-shaped protrusion; both the main wing of the front wing and the front wing flap are arc-shaped along the length of the vehicle frame; the surface curvature of the arc-shaped protrusion and the curvature of the lower surface of the main wing of the front wing are greater than the curvature of the upper surface of the main wing of the front wing; the curvature of the lower surface of the front wing flap is greater than the curvature of the upper surface of the front wing flap. A front wing arc-shaped air guide is provided at the end of the first end plate of the front wing near the wheel. The front wing arc-shaped air guide is bent away from the second end plate of the front wing. The second end plate of the front wing is connected to the front wing arc-shaped air guide. The wheel-side pillar can swing left and right relative to the frame along the length of the frame. The third hinge seat is driven by a synchronization device to realize the swing of the wheel-side pillar, thereby realizing the swing of the wheel. The plug-in part is inserted from the inner wall of the step to the outside. The plug-in part includes a plug-in part and a pressing part. The plug-in part is located on one side of the pressing part. The plug-in part matches the size of the plug-in hole and is smaller than the pressing part. The plug-in part passes through the plug-in hole and blocks the pressing part from the inner wall of the step. A locking hole is provided on the pressing part. The two plug-in parts are connected by a torsion spring. One arm of the torsion spring is connected to a locking hole, and the other arm of the torsion spring is connected to another locking hole. Under the elastic force of the torsion spring, the pressing parts of the two plug-in parts are pressed against the inner wall of the step.

2. The wheel stability steering system according to claim 1, characterized in that: The connector includes a plug-in part and a clamping part. The plug-in part is located on one side of the clamping part. The plug-in part matches the size of the plug-in hole and is smaller than the clamping part. The plug-in part passes through the plug-in hole and blocks the clamping part from the inner wall of the stepped part. The clamping part is provided with a locking hole. One arm of the torsion spring is connected to one locking hole, and the other arm of the torsion spring is connected to another locking hole. Under the elastic force of the torsion spring, the clamping parts of the two connectors are pressed against the inner wall of the stepped part.

3. The wheel stability steering system according to claim 1, characterized in that: The wheel core is rotatably connected to the wheel rim post via a rotating assembly; the wheel rim post includes a rotating hole, a first receiving groove on one side of the rotating hole, and a second receiving groove on the other side of the rotating hole, with a stop portion formed between the first receiving groove and the second receiving groove; the rotating assembly includes a first bearing and a second bearing; the first bearing is disposed in the first receiving groove, and the second bearing is disposed in the second receiving groove; the side of the outer ring of the first bearing abuts against the stop portion, and the side of the outer ring of the second bearing abuts against the stop portion; One end of the wheel core passes through the first bearing, the second bearing, and the rotating hole; the wheel core is interference-fitted with the inner ring of the first bearing and with the inner ring of the second bearing; the outer ring of the first bearing is in contact with the inner wall of the first receiving groove; and the outer ring of the second bearing is in contact with the inner wall of the second receiving groove.

4. A wheel stability steering system according to claim 1, characterized in that: The wheel rim post has a first hinge seat at its top and a second hinge seat at its bottom; the first hinge seat is located above the wheel core and the second hinge seat is located below the wheel core; the first and second hinge seats coincide in the height projection direction of the wheel core; a third hinge seat is also provided on the wheel rim post, located on one side of the wheel core; the first, second, and third hinge seats are all arranged laterally along the axial direction of the wheel core; the second transmission rod is hinged to the third hinge seat of a first transmission member; the third transmission rod is hinged to the third hinge seat of another first transmission member.

5. A wheel stability steering system according to claim 1, characterized in that: Extending away from the second end plate of the forewing from the side wall of the first end plate of the forewing are a first forewing wing and a second forewing wing. The first forewing wing is located on the upper surface of the first end plate of the forewing, and the second forewing wing is located on the lower surface of the first end plate of the forewing.

6. A wheel stability steering system according to claim 5, characterized in that: The flap is tilted upwards from the end of the forewing closest to the second endplate of the forewing to the end of the forewing closest to the first endplate of the forewing.

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