A racing car aerodynamic device with posture self-adaptive function

Abstract

This invention relates to the field of aerodynamics and provides a racing car aerodynamic device with attitude adaptive function. It includes a monocoque casing and further comprises: a front wing adjustment device, including: a front suspension motion structure for driving the front wing drive mechanism; a front wing drive mechanism for adjusting the angle of attack of the front wing flaps; a front wing including front wing flaps; and a rear wing adjustment device, including: a rear suspension motion structure for driving the rear wing drive mechanism; a rear wing drive mechanism for adjusting the angle of attack of the rear wing flaps; and a rear wing including rear wing flaps, an inner bulkhead, and a rear wing endplate. The rear wing flaps are disconnected by the inner bulkhead, and the rear wing flaps are rotatably connected to the rear wing endplate. This invention can suppress the shift of the wind pressure center under braking conditions, reduce aerodynamic drag under acceleration conditions, and improve the handling stability of the racing car at high speeds under roll conditions; it also reduces the attitude sensitivity of the racing car's aerodynamics.

Description

Technical Field

[0001] This invention belongs to the field of aerodynamics technology, and in particular relates to a racing car aerodynamic device with attitude adaptive function. Background Technology

[0002] Lift and drag, aerodynamic balance, and aerodynamic sensitivity are several important indicators that determine the aerodynamic performance of a race car. Among them, aerodynamic sensitivity is key to the stable performance of a race car under dynamic conditions. For example, the front wing is prone to severe stalling when braking and tilting forward, which will cause the center of pressure to shift significantly backward.

[0003] The aerodynamic forces of a racing car affect its handling stability, such as steering characteristics. A higher frontal lift can lead to oversteer. Furthermore, as the car moves, its attitude changes, altering the front-to-rear lift distribution and impacting handling performance. Controlling stalls and preventing a sudden drop in frontal lift when the car leans forward requires suppressing lift changes. This necessitates low attitude sensitivity in the aerodynamic components to control the shifting of the center of pressure during changes in car attitude. This is especially crucial on tracks with many corners, where cars constantly brake, enter, exit, and accelerate, resulting in continuous attitude changes. Low attitude sensitivity of the aerodynamic components is paramount. However, the amount of lift reduction achieved through static airfoil design is limited. Therefore, introducing other assemblies to actively intervene in the aerodynamic system is necessary. Summary of the Invention

[0004] The purpose of this invention is to provide a racing car aerodynamic device with attitude adaptive function, in order to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] A racing car aerodynamic device with attitude adaptation function includes a monocoque shell and further includes:

[0007] The canard adjustment device includes:

[0008] The front suspension motion structure is used to drive the front wing drive mechanism.

[0009] The canard transmission device, attached to the front bulkhead of the monocoque, is used to adjust the angle of attack of the canard flaps.

[0010] Forewing, including forewing flaps;

[0011] Tail fin adjustment device, including:

[0012] The rear suspension motion structure is used to drive the tail wing drive mechanism.

[0013] The rear wing drive unit, attached to the end plate of the race car's rear wing, is used to adjust the angle of attack of the rear wing flaps.

[0014] The tail fin includes a tail fin flap, an inner bulkhead, and a tail fin end plate. The tail fin flap is disconnected by the inner bulkhead, and the tail fin flap is rotatably connected to the tail fin end plate.

[0015] Furthermore, the front suspension motion structure includes:

[0016] Lateral stabilizer bar rocker arm;

[0017] A front suspension tie rod, one end of which is connected to the rocker arm of the stabilizer bar, and the other end of which is connected to the front suspension control arm;

[0018] The front suspension delta arm is mounted on the top of the front compartment of the monocoque chassis.

[0019] The spring connects the front suspension control arm and the monocoque.

[0020] A push rod, one end of which is connected to the front suspension control arm, and the other end of which is connected to the front wheel;

[0021] The front wheel is mounted on the front side of the monocoque.

[0022] Furthermore, the forewing drive mechanism includes:

[0023] A front wing tie rod 1, one end of which is connected to the front wing flap, and the other end of which is connected to the front wing delta arm;

[0024] The canard delta arm is installed on the front sidewall of the monocoque hull.

[0025] Front wing tie rod 2, one end of which is connected to the front wing delta arm, and the other end of which is connected to the drive arm;

[0026] A drive arm, the end of which is connected to the end of a lateral stabilizer rocker arm.

[0027] Furthermore, the rear suspension motion structure includes:

[0028] The rear wheel is mounted on the front side of the monocoque chassis;

[0029] The upper control arm connects to the rear wheel.

[0030] Furthermore, the tail fin drive mechanism includes:

[0031] The drive point connects to the upper crossarm.

[0032] Tail wing linkage 1, one end of which is connected to the drive point, and the other end of which is connected to the first-stage driven rocker arm;

[0033] The first-stage driven rocker arm is installed at the bearing support;

[0034] The secondary active rocker arm is coaxially connected to the primary driven rocker arm.

[0035] Tail fin tie rod 2, one end of which is connected to the secondary active rocker arm, and the other end of which is connected to the secondary driven rocker arm;

[0036] A two-stage driven rocker arm is mounted on the tail fin endplate;

[0037] Bearing support, mounted on the tail fin end plate;

[0038] The three-stage active rocker arm is coaxially connected to the two-stage driven rocker arm.

[0039] Tail fin lever three, one end of which is connected to the three-stage active rocker arm, and the other end of which is connected to the tail fin flap.

[0040] Furthermore, the bearing support is embedded with a deep groove ball bearing, which is used to realize the coaxial connection of the first-stage driven rocker arm and the second-stage driving rocker arm, as well as the second-stage driven rocker arm and the third-stage driving rocker arm.

[0041] A method for adjusting the above-mentioned aerodynamic device for racing cars with attitude adaptive function includes the following operating conditions:

[0042] When a race car is accelerating, its attitude tends to lean back, the overall angle of attack of the front wing decreases, the ground clearance increases, and the negative lift of the front wing decreases. Corresponding to the acceleration condition of the race car, the angle of attack of the front wing flaps is increased to enhance the ability of the combined wing to generate negative lift in order to suppress the decrease in the negative lift of the front wing. At the same time, while ensuring aerodynamic balance, the angle of attack of the tail wing flaps is reduced to reduce the overall air resistance of the car and improve the acceleration capability of the race car.

[0043] When a race car is decelerating, its attitude tends to lean forward, the overall angle of attack of the front wing increases, the ground clearance decreases, and the negative lift of the front wing initially increases, then decreases due to stall. Corresponding to the race car's deceleration condition, the angle of attack of the front wing flaps is reduced, and the combined wing is disconnected to suppress the stall phenomenon. At the same time, the angle of attack of the rear wing flaps is increased to increase the overall drag of the car and improve the racing car's braking ability.

[0044] When a race car is in a turning position, its attitude tends to tilt, the outer side of the car body is lowered off the ground, and the inner side of the car body is raised off the ground, generating an outward tilting moment. To counteract the tilting moment, the angle of attack of the outer front wing and rear wing flaps is reduced, while the angle of attack of the inner front wing and rear wing flaps is increased, thus suppressing the tilting of the race car to a certain extent.

[0045] Compared with the prior art, the beneficial effects of the present invention are:

[0046] 1. This racing car aerodynamic device with attitude adaptation function can suppress the shift of the wind pressure center. Under braking conditions, in the early stage of braking, the adaptive device suppresses the increase of negative lift of the front wing, reducing the forward movement of the wind pressure center. In the later stage of braking, the combined wing disconnects, reducing the possibility of front wing stall and lowering the possibility of sudden backward movement of the wind pressure center.

[0047] 2. This race car aerodynamic device with attitude adaptation function can reduce aerodynamic drag during acceleration. During acceleration, the angle of attack of the tail wing flaps is significantly reduced, achieving effective drag reduction for the race car.

[0048] 3. This aerodynamic device with attitude adaptation function can improve the handling stability of the race car under high-speed conditions. Under lateral tilt conditions, the differential movement of the two flaps suppresses the transfer of outward aerodynamic loads caused by the ground effect on the front wing, that is, reduces the load transfer of the race car itself, and improves the lateral limit of the race car to a certain extent, that is, the ability to corner at high speeds. Attached Figure Description

[0049] Figure 1 This is a three-dimensional structural diagram of the present invention.

[0050] Figure 2 This is a side view of the front wing adjustment device in this invention.

[0051] Figure 3 This is a three-dimensional structural diagram of the forewing adjustment device in this invention.

[0052] Figure 4 This is a side view of the tail fin adjustment device in this invention.

[0053] Figure 5 This is a three-dimensional structural diagram of the tail fin adjustment device in this invention.

[0054] In the diagram: Front wing adjustment device 100, front wing 110, front wing flap 112, front wing transmission device 120, front wing tie rod one 121, front wing delta arm 122, front wing tie rod two 123, drive arm 124, front suspension motion structure 130, lateral stabilizer bar rocker arm 131, front suspension tie rod 132, front suspension delta arm 133, spring 134, push rod 135, front wheel 136, rear wing adjustment device 200, rear suspension motion structure 210 211 Rear wheel, 212 Upper cross arm, 220 Tail wing drive mechanism, 221 Drive point, 222 Tail wing tie rod 1, 223 First stage driven rocker arm, 224 Second stage drive rocker arm, 225 Tail wing tie rod 2, 226 Second stage driven rocker arm, 227 Bearing support, 228 Third stage active rocker arm, 229 Tail wing tie rod 3, 230 Tail wing, 231 Tail wing flap, 232 Inner partition, 233 Tail wing end plate, 300 Monocoque. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0056] The specific implementation of the present invention will be described in detail below with reference to specific embodiments.

[0057] like Figure 1-5 As shown, an embodiment of the present invention provides a racing car aerodynamic device with attitude adaptive function, including a monocoque housing 300, and further comprising:

[0058] The canard adjustment device 100 includes:

[0059] The front suspension motion structure 130 is used to drive the front wing transmission device 120 to move.

[0060] The canard drive 120 is attached to the front sidewall of the monocoque 300 and is used to adjust the angle of attack of the canard flap 112.

[0061] Canard 110, including canard flap 112;

[0062] Tail fin adjustment device 200, including:

[0063] The rear suspension motion structure 210 is used to drive the tail wing transmission device 220 to move.

[0064] The tail wing drive device 220 is attached to the end plate 233 of the race car tail wing and is used to adjust the angle of attack of the tail wing flap 231.

[0065] The tail fin 230 includes a tail fin flap 231, an inner partition 232, and a tail fin end plate 233. The tail fin flap 231 is disconnected by the inner partition 232, and the tail fin flap 231 is rotatably connected to the tail fin end plate 233.

[0066] In this embodiment of the invention, preferably, both the forewing adjustment device 100 and the tail wing adjustment device 200 utilize rod end joint bearings to decompose the motion and prevent interference.

[0067] like Figure 2 and Figure 3 As shown, in a preferred embodiment of the present invention, the front suspension motion structure 130 includes:

[0068] Lateral stabilizer bar rocker arm 131;

[0069] A front suspension tie rod 132, one end of which is connected to a lateral stabilizer bar rocker arm 131, and the other end of which is connected to a front suspension control arm 133;

[0070] The front suspension control arm 133 is installed on the top of the front compartment of the monocoque 300;

[0071] Spring 134 connects the front suspension control arm 133 and the monocoque 300;

[0072] Push rod 135, one end of which is connected to front suspension control arm 133, and the other end of which is connected to front wheel 136;

[0073] The front wheel 136 is mounted on the front side of the monocoque 300.

[0074] like Figure 2 and Figure 3 As shown, in a preferred embodiment of the present invention, the forewing drive device 120 includes:

[0075] A front wing tie rod 121, one end of which is connected to the front wing flap 112, and the other end of which is connected to the front wing delta arm 122.

[0076] The canard delta arm 122 is installed on the front sidewall of the monocoque 300.

[0077] Front wing tie rod 2 123, one end of which is connected to the front wing delta arm 122, and the other end of which is connected to the drive arm 124;

[0078] Drive arm 124, the end of which is connected to the end of lateral stabilizer rocker arm 131.

[0079] In a preferred embodiment of the invention, the front delta arm 122 is fitted with a deep groove ball bearing and mounted on the delta arm support.

[0080] The canard transmission device 120 includes two stages of transmission: a primary double rocker mechanism and a secondary double rocker mechanism for the canard.

[0081] In the first-stage dual rocker mechanism of the forewing, the driving rocker arm is the driving arm 124, and the driven rocker arm is the forewing delta arm 122.

[0082] In the two-stage double rocker mechanism of the forewing, the driving rocker arm is the forewing delta arm 122, and the driven rocker arm is the forewing flap 112.

[0083] When the front wheel 136 moves upward relative to the vehicle body, the push rod 135 pushes the front suspension control arm 133 to rotate, compressing the spring 134. The front suspension control arm 133 pulls the stabilizer bar rocker arm 131 through the front suspension tie rod 132. The stabilizer bar rocker arm 131 drives the drive arm 124 to rotate. The drive arm 124 pushes the front wing control arm 122 through the front wing tie rod 123. The front wing control arm 122 pushes the front wing flap 112 through the front wing tie rod 121, reducing the angle of attack of the front wing flap 112. That is, the front suspension compresses, and the angle of attack of the corresponding side front wing flap 112 decreases.

[0084] When the front wheel 136 moves downward relative to the vehicle body, the front suspension extends in the opposite direction to the compression process of the front suspension, and the angle of attack of the corresponding side front wing flap 112 increases.

[0085] like Figure 4 and Figure 5 As shown, in a preferred embodiment of the present invention, the rear suspension motion structure 210 includes:

[0086] Rear wheel 211, mounted on the front side of monocoque 300;

[0087] The upper cross arm 212 is connected to the rear wheel 211.

[0088] like Figure 4 and Figure 5 As shown, in a preferred embodiment of the present invention, the tail fin drive device 220 includes:

[0089] Drive point 221 is connected to the upper cross arm 212.

[0090] Tail wing tie rod 222, one end of which is connected to drive point 221, and the other end of which is connected to primary driven rocker arm 223;

[0091] The first-stage driven rocker arm 223 is installed at the bearing support 227;

[0092] The secondary active rocker arm 224 is coaxially connected to the primary driven rocker arm 223;

[0093] Tail wing tie rod 225, one end of which is connected to the secondary active rocker arm 224, and the other end of which is connected to the secondary driven rocker arm 226;

[0094] The secondary driven rocker arm 226 is mounted on the tail fin endplate 233;

[0095] Bearing support 227 is mounted on tail fin end plate 233;

[0096] The three-stage active rocker arm 228 is coaxially connected to the two-stage driven rocker arm 226;

[0097] Tail wing lever 229, one end of which is connected to the three-stage active rocker arm 228, and the other end of which is connected to the tail wing flap 231.

[0098] In this embodiment of the invention, in order to realize the transmission relationship and reduce the impact on the aerodynamic performance of the tail wing 230, the tail wing transmission device 220 includes an inner-outer-inner three-stage transmission, namely a tail wing first-stage slider rocker mechanism, a tail wing second-stage double rocker mechanism, and a tail wing third-stage double rocker mechanism.

[0099] In the tail fin primary slider rocker mechanism, the driven rocker arm is the primary driven rocker arm 223; the driving point 221 moves upward, and the driving point 221 drives the primary driven rocker arm 223 to rotate through the tail fin pull rod 222.

[0100] In the tail fin's two-stage dual rocker mechanism, the driving rocker arm is the two-stage active rocker arm 224, and the driven rocker arm is the two-stage driven rocker arm 226.

[0101] In the tail fin three-stage dual rocker mechanism, the driving rocker arm is the three-stage active rocker arm 228, and the driven rocker arm is the tail fin flap 231.

[0102] When the rear wheel 211 moves upward relative to the vehicle body, the drive point 221 moves upward. The drive point 221 drives the first-stage driven rocker arm 223 to rotate via the rear wing tie rod 222, which in turn rotates the second-stage active rocker arm 224, which is coaxial with the first-stage driven rocker arm 223. The second-stage active rocker arm 224 pushes the second-stage driven rocker arm 226 to rotate via the rear wing tie rod 225, which in turn rotates the third-stage active rocker arm 228, which is coaxial with the second-stage driven rocker arm 226. The third-stage active rocker arm 228 pushes the rear wing flap 231 to rotate via the rear wing tie rod 229, thus reducing the angle of attack of the rear wing flap 231. That is, the rear suspension compresses, and the angle of attack of the corresponding side rear wing flap 231 decreases.

[0103] When the rear wheel 211 moves downward relative to the vehicle body, opposite to the compression of the rear suspension, the rear suspension extends, and the angle of attack of the corresponding side tail flap 231 increases.

[0104] like Figure 5 As shown, in a preferred embodiment of the present invention, the bearing support 227 is embedded with a deep groove ball bearing, which is used to realize the coaxial connection of the primary driven rocker arm 223 and the secondary driving rocker arm 224, as well as the secondary driven rocker arm 226 and the tertiary driving rocker arm 228.

[0105] An embodiment of the present invention provides a method for adjusting a racing car aerodynamic device with attitude adaptive function, including the following operating conditions:

[0106] When the race car is accelerating, its attitude tends to lean back, the overall angle of attack of the front wing 110 decreases, the ground clearance increases, and the negative lift of the front wing 110 decreases. Corresponding to the acceleration condition of the race car, the angle of attack of the front wing flap 112 should be increased to enhance the ability of the combined wing to generate negative lift in order to suppress the decrease of the negative lift of the front wing 110. At the same time, while ensuring aerodynamic balance, the angle of attack of the rear wing flap 231 should be reduced to reduce the overall air resistance of the car and improve the acceleration capability of the race car.

[0107] When the race car is decelerating, the car tends to lean forward, the overall angle of attack of the front wing 110 increases, the ground clearance decreases, and the negative lift of the front wing 110 increases first, then decreases due to stall. Corresponding to the deceleration condition of the race car, the angle of attack of the front wing flap 112 should be reduced, and the combined wing should be appropriately disconnected to suppress the stall phenomenon. At the same time, the angle of attack of the rear wing flap 231 should be increased to increase the overall drag of the car and improve the braking ability of the race car.

[0108] When a race car is in a turning condition, the car tends to tilt, the outer side of the car body is lowered off the ground and the inner side of the car body is raised off the ground, generating an outward tilting moment. To counteract the tilting moment, the angle of attack of the outer front wing 110 and the rear flap 231 should be reduced, while the angle of attack of the inner front wing 110 and the rear flap 231 should be increased to counteract the outward tilting moment and suppress the tilting of the race car to a certain extent.

[0109] Example 1: This invention utilizes analytical methods to design a four-bar linkage based on corresponding angular displacements;

[0110] like Figure 3 As shown, the reasonable adjustment range of the angle of attack of the canard flap 112 is -20° to +10° (a positive value represents a decrease in angle of attack). Within this range, the negative lift increases with the increase of the angle of attack of the canard flap 112 without stalling. When the longitudinal acceleration is -2.0g to 1.5g, the rotation of the lateral stabilizer arm 131 is 5.99° to -4.41°. It is necessary to achieve a correspondence between the angle of attack of the canard flap 112 and the rotation of the lateral stabilizer arm 131.

[0111] like Figure 3 As shown, the angle of the lateral stabilizer arm 131 is amplified by the first-stage double rocker mechanism of the front wing. Since the transmission angle is small, α≈sinα≈tanα. The length of the drive arm 124 is set to be twice that of the front wing delta arm 122, which can achieve a transmission with an angular transmission ratio of about -2. When the longitudinal acceleration is -2.0g to 1.5g, the displacement of the delta arm is -11.98° to 8.82°.

[0112] like Figure 3 As shown, the 112° angle of attack of the canard flap under longitudinal conditions is adjusted using a two-stage double rocker mechanism on the canard. The corresponding angular displacement of the four-bar linkage is calculated analytically, using the following formula: cos(α i +α0)=P0*cos(φ i+φ0)+P1*cos[(φ i +φ0)-(α i +

[0113] α0)]+P2;

[0114] Where, P0 = c / a, P1 = -c / d, P2 = (d 2 +c 2 +a 2 -b 2 ) / (2ad); where a is the length of the lower rocker arm of the canard delta arm 122, b is the length of the canard tie rod 121, c is the distance between the driving point and the rotation point of the canard flap 112, d is the distance between the rotation point of the canard flap 112 and the rotation point of the canard delta arm 122, α0 is the initial angle of the canard delta arm 122, α i φ0 is the target turning angle of the canard delta arm 122, φ0 is the initial angle of the canard flap 112, and φ i The target turning angle for the forewing flap 112.

[0115] The lengths of each rod are calculated based on the angular displacement relationship. The angular displacement of the canard delta arm 122 is -11.98° to 8.82°, and the angle of attack change of the canard flap 112 is 19.95° to -14.68°.

[0116] like Figure 5 As shown, the reasonable adjustment range of the angular displacement of the tail flap 231 is -15° to 30° (a positive value represents a decrease in angle of attack). Within this range, the tail fin 230 does not stall after the angle of attack increases, and it can quickly reduce the angle of attack of the tail flap 231 during acceleration, thereby reducing the drag of the tail fin 230. When the longitudinal acceleration is -2.0g to 1.5g, the vertical displacement of the drive point 221 is 7.6mm to -5.7mm. It is necessary to achieve a correspondence between the displacement of the drive point 221 and the angle of attack of the tail flap 231.

[0117] like Figure 5 As shown, similarly, based on the analytical method, the vertical displacement of the drive point 221 is finally determined to be 7.6mm to -5.7mm, the angular displacement of the second-stage active rocker arm 224 is -14.68° to 11.01°, the angular displacement of the third-stage active rocker arm 228 is 14.99° to -15.14°, and the angular displacement of the tail flap 231 is -15.01° to 30.68°.

[0118] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present invention, and these should also be considered within the scope of protection of the present invention. These modifications and improvements will not affect the effectiveness of the implementation of the present invention or the practicality of the patent.

Claims

1. A racing car aerodynamic device with attitude adaptive function, comprising a single-unit shell, characterized in that... Also includes: The canard adjustment device includes: The front suspension motion structure is used to drive the front wing drive mechanism. A canard transmission mechanism, attached to the front sidewall of the monocoque hull, is used to adjust the angle of attack of the canard flaps. The canard transmission mechanism includes: a canard linkage rod one, one end of which is connected to the canard flap, and the other end of which is connected to the canard delta arm; a canard delta arm, mounted on the front sidewall of the monocoque hull; a second canard linkage rod two, one end of which is connected to the canard delta arm, and the other end of which is connected to a drive arm; and a drive arm, the end of which is connected to the end of the stabilizer bar rocker arm. Forewings, including forewing flaps; Tail fin adjustment device, including: The rear suspension motion structure is used to drive the tail wing drive mechanism. The rear wing drive mechanism, attached to the rear wing endplate of the racing car, is used to adjust the angle of attack of the rear wing flaps. The mechanism includes a drive point connected to the upper crossarm; a first rear wing tie rod, one end of which is connected to the drive point, and the other end connected to a primary driven rocker arm; a primary driven rocker arm mounted on a bearing support; a secondary active rocker arm coaxially connected to the primary driven rocker arm; a second rear wing tie rod, one end of which is connected to the secondary active rocker arm, and the other end connected to the secondary driven rocker arm; a secondary driven rocker arm mounted on the rear wing endplate; a bearing support mounted on the rear wing endplate; a tertiary active rocker arm coaxially connected to the secondary driven rocker arm; and a third rear wing tie rod, one end of which is connected to the tertiary active rocker arm, and the other end connected to the rear wing flaps. The tail fin includes a tail fin flap, an inner bulkhead, and a tail fin end plate. The tail fin flap is disconnected by the inner bulkhead, and the tail fin flap is rotatably connected to the tail fin end plate.

2. The racing car aerodynamic device with attitude adaptive function according to claim 1, characterized in that... The front suspension motion structure includes: Lateral stabilizer bar rocker arm; A front suspension tie rod, one end of which is connected to the rocker arm of the stabilizer bar, and the other end of which is connected to the front suspension control arm; The front suspension control arm is mounted on the top of the front compartment of the monocoque chassis; Springs connect the front suspension control arms and the monocoque housing; A push rod, one end of which is connected to the front suspension control arm, and the other end of which is connected to the front wheel; The front wheel is mounted on the front side of the monocoque.

3. The racing car aerodynamic device with attitude adaptive function according to claim 1, characterized in that... The rear suspension motion structure includes: The rear wheel is mounted on the rear side of the monocoque chassis; The upper control arm connects to the rear wheel.

4. The racing car aerodynamic device with attitude adaptive function according to claim 1, characterized in that... The bearing support is embedded with a deep groove ball bearing, which is used to realize the coaxial connection of the first-stage driven rocker arm and the second-stage driving rocker arm, as well as the second-stage driven rocker arm and the third-stage driving rocker arm.

5. A method for adjusting a racing car aerodynamic device with attitude adaptive function according to any one of claims 1-4, characterized in that... The following operating conditions are included: When a race car is accelerating, its attitude tends to lean back, the overall angle of attack of the front wing decreases, ground clearance increases, and the negative lift of the front wing decreases. Correspondingly, during the acceleration process, the angle of attack of the front wing flaps is increased to enhance the ability of the combined wing to generate negative lift, thereby suppressing the decrease in negative lift of the front wing. At the same time, while ensuring aerodynamic balance, the angle of attack of the rear wing flaps is reduced to reduce the overall air resistance and improve the acceleration capability of the race car. When a race car is decelerating, its attitude tends to lean forward, the overall angle of attack of the front wing increases, and its ground clearance decreases. The negative lift of the front wing initially increases, but then decreases due to stalling. Correspondingly, during deceleration, the angle of attack of the front wing flaps is reduced, and the combined wing is disconnected to suppress stalling. At the same time, the angle of attack of the rear wing flaps is increased to increase the overall drag of the car and improve its braking ability. When a race car is in a turning position, its attitude tends to tilt, the outer side of the car body is lowered off the ground, and the inner side of the car body is raised off the ground, generating an outward tilting moment. To counteract the tilting moment, the angle of attack of the outer front wing and rear wing flaps is reduced, while the angle of attack of the inner front wing and rear wing flaps is increased, thus suppressing the tilting of the race car to a certain extent.

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