A forewing assembly

Abstract

This invention provides a front wing assembly; the second end plate of the front wing is connected to an adjustment assembly, and the height of the front wing assembly is adjusted by cooperating with adjustment holes of different heights through the front wing connector; the front wing assembly is provided with an arc-shaped protrusion to reduce the space between the front wing assembly and the ground. Due to the reduction of space, the airflow velocity between the arc-shaped protrusion and the ground is increased, reducing 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 is increased, increasing the downforce of the air on the race car.

Description

Technical Field

[0001] This invention relates to Formula One racing cars, and more specifically to a front wing assembly. Background Technology

[0002] A racing car consists of an aerodynamic kit, fuel tank, cooling system, and engine. The fuel tank supplies fuel to the engine, the cooling system cools the engine, and the engine provides power to the car. The aerodynamic kit generates downforce through aerodynamic effects. Even if the engine provides significant power, without sufficient traction, the car will simply spin in place, and its performance will not be improved at all. Statistics show that approximately 80% of a racing car's traction comes from downforce, with the remaining 20% ​​provided by the tires. Insufficient downforce will affect the car's stability at high speeds.

[0003] Chinese patent application number 202110909886.1, published on October 29, 2021, discloses a front wing structure for improving front wheel aerodynamics in a Formula One racing car. The front wing structure includes a main wing, a horizontal endplate, an outer vertical endplate, an outer flap, a middle vertical endplate, an inner flap, and an inner vertical endplate. The outer flap includes a horizontal flap section, a bent flap section, and a vertical flap section connected in sequence. The horizontal flap section is fixedly connected to the middle vertical endplate, and the vertical flap section is fixedly connected to the horizontal endplate. The angle between the horizontal flap section and the vertical flap section is 90 degrees. Furthermore, the outer flap is twisted at the bent flap section, so that the angle α between the line connecting the leading and trailing edges of the outer flap and the xy plane is different from the angle β between the line connecting the leading and trailing edges of the outer flap and the xz plane.

[0004] The tilted design of this front wing assembly results in the airflow velocity being the same on the upper and lower surfaces of the front wing assembly, leading to the same air pressure on both surfaces. Pressure is generated on the front wing assembly through the contact between the air and its surfaces. Since no pressure difference can be formed between the upper and lower surfaces, the air pressure on the front wing assembly is low, making it prone to upward drifting at high speeds. Furthermore, because this front wing assembly is fixed to the car, its height cannot be adjusted according to ground conditions. Summary of the Invention

[0005] This invention provides a forewing assembly with adjustable height, which can change the distance between the forewing assembly and the ground. The bottom of the forewing assembly is provided with an arc-shaped protrusion, which reduces the space between the forewing assembly and the ground, accelerates the airflow velocity between the arc-shaped protrusion and the ground, reduces the air pressure between the forewing assembly and the ground, and increases the pressure difference between the air pressure on the lower surface of the forewing assembly and the air pressure on the upper surface of the forewing assembly, resulting in a greater downward pressure of air on the forewing assembly.

[0006] To achieve the above objectives, the technical solution of the present invention is: an aerodynamic kit, which is installed on a racing car and connected to the car's shell. The aerodynamic kit includes a front wing assembly, a deflector assembly, and a rear wing assembly. The shell is mounted on the chassis, and a base plate is provided on the chassis. The front wing assembly is located at the front end of the shell.

[0007] 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, and one end of each of the two forewing second end plates is connected to the outer shell.

[0008] 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.

[0009] The forewing flap is connected between the second end plate and the first end plate of the forewing; the forewing flap and the main wing of the forewing form the first air intake of the forewing; the main wing of the forewing and the outer shell form the second air intake of the forewing.

[0010] 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.

[0011] In the above configuration, the front wing assembly is connected to the outer shell via the second end plates of the two front wings. The main wing and flaps provide downforce to the race car. The curved protrusions reduce the space between the front wing assembly and the ground. This reduced space increases the airflow velocity between the protrusions and the ground, lowering the air pressure between the race car and the ground. The increased pressure difference between the lower and upper surfaces of the race car further enhances the downforce, thus improving grip. Simultaneously, the surface of the curved protrusions... The curvature of the lower surface of the forewing is greater than that of the upper surface of the forewing; the curvature of the lower surface of the forewing flap is greater than that of the upper surface of the forewing flap. This makes the airflow velocity on the lower surface of the forewing assembly greater than that on the upper surface of the forewing assembly. The airflow enters the lower surface of the race car through the first and second air inlets of the forewing, where the airflow converges, accelerating the airflow velocity on the lower surface of the race car. This further increases the pressure difference between the air pressure on the lower surface and the air pressure on the upper surface of the race car, increasing the downforce of the air on the race car.

[0012] 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.

[0013] 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.

[0014] 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.

[0015] Furthermore, the first end plate of the front wing is provided with a front wing arc-shaped guide at the end near the racing car wheel, and the front wing arc-shaped 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 guide.

[0016] The above configuration, with the front wing's curved air deflector bent away from the second end plate, causes airflow to diffuse outwards at the end of the front wing assembly, bypassing the race car's front wheels. 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, effectively carrying away turbulence generated by the front wheel's rotation, reducing the pressure difference between the front and rear of the front wheels and decreasing drag.

[0017] 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.

[0018] 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.

[0019] Furthermore, the width of the canard flap near the first endplate of the canard is greater than the width of the canard flap near the second endplate of the canard. This increases the downforce exerted by the air on the canard flap. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the invention installed on a racing car.

[0021] Figure 2 This is a three-dimensional schematic diagram showing the connection between the forewing assembly and the outer shell.

[0022] Figure 3 This is a top view of the forewing assembly.

[0023] Figure 4 for Figure 3 Sectional view of AA. Detailed Implementation

[0024] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0025] like Figure 1-4 As shown; a front wing assembly is installed on a racing car. The racing car has a frame 1 and a shell 2. The shell 2 covers the frame 1. The frame 1 has a base plate 10. The front wing assembly 41 is located at the front end of the shell 2.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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.

[0032] 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.

[0033] 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.

[0034] 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 member 434 is provided at the end of the airflow guide 432 away from the front wing assembly 41. The width of the first blocking member 434 is greater than the width of the heat dissipation channel 433. The height of the first blocking member 434 is greater than the height of the heat dissipation channel 433. The first blocking member 434 blocks the airflow passing through the heat dissipation channel 433. An upwardly oriented arc-shaped airflow outlet 435 is formed between the first blocking member 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 in the airflow guide assembly 43. The airflow is blocked by the first blocking element 434 and flows out from the arc-shaped airflow guide outlet 435, so that the airflow can bypass the rear wheels of the race car; thereby reducing the drag of the rear wheels.

[0035] 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.

[0036] 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 front wing assembly for installation on a racing car and for connection to a bodywork of the racing car, characterized in that: The shell cover is arranged on the frame; the front wing assembly is arranged at the front end of the shell; The front wing assembly comprises an adjusting member assembly, a front wing main wing and two front wing flaps, and a first end plate is arranged at each end of the front wing main wing, and a second end plate is arranged between the two first end plates; one end of each second end plate is connected to the upper surface of the front wing main wing; The adjusting member assembly comprises two adjusting members, and the two adjusting members are arranged between the two second end plates; each second end plate is connected to the shell through an adjusting member, and a front wing connecting hole is arranged on each 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 to 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; The two front wing flaps are arranged above the front wing main wing and are symmetrically arranged with respect to the shell, and are connected between the second end plates and the first end plates; the front wing flaps and the front wing main wing form a first flow guide opening; the front wing main wing and the shell form a second flow guide opening; The lower surface of the front wing main wing between the two second end plates is outwardly convexly provided with an arc-shaped convex portion; 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 portion, 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.

2. A front wing assembly according to claim 1, characterised in that: The first plate wing and the second plate wing are arranged on the side wall of the first end plate and extend away from the second end plate; the first plate wing is arranged on the upper surface of the first end plate, and the second plate wing is arranged on the lower surface of the first end plate.

3. A front wing assembly according to claim 2, wherein: The first end plate is provided with an arc-shaped flow guide member near the wheel of the racing car, and the arc-shaped flow guide member is bent and formed away from the second end plate; the second plate wing is connected to the arc-shaped flow guide member.

4. A front wing assembly according to claim 3, wherein: The front wing flap is inclined upward from the end near the second end plate to the end near the first end plate.

5. A front wing assembly according to claim 4, wherein: The width of the end of the front wing flap near the first end plate is greater than the width of the end of the front wing flap near the second end plate.

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