Active formula racing car spoiler and control method

Abstract

The application discloses an active formula racing car tail wing and a control method, which comprises an end execution component, the end execution component comprising an execution mechanism first mounting base, a first left-rotation rod end bearing, a first right-rotation rod end bearing, a first internal thread connecting rod, an execution mechanism second mounting base, a second left-rotation rod end bearing, a second right-rotation rod end bearing, a second internal thread connecting rod and an upper layer flap; a whole vehicle controller and a gyroscope sensor are installed on the racing car; the gyroscope sensor is arranged in the whole vehicle controller, and the whole vehicle controller is fixed on a partition plate in front of a firewall of the racing car by using bolts; the whole vehicle controller is connected with a first steering wheel and a second steering wheel through a line, the first steering wheel and the second steering wheel are controlled to rotate, a transmission mechanism is driven, and the opening and closing of the tail wing are realized. The application avoids safety hazards, is more convenient to operate, simplifies the structure, reduces energy consumption and cost, is more accurate in measurement, is more timely in transmission and is more comprehensive in consideration.

Description

Technical Field

[0001] This invention relates to the field of racing car aerodynamics control technology, specifically to an active formula racing car tail wing and control method. Background Technology

[0002] As modern racing cars travel at increasingly higher speeds, aerodynamic drag increases exponentially, slowing them down on straightaways. The rear wing is the component in the entire aerodynamic kit that generates the most drag; therefore, optimizing its design can improve performance. Aerodynamics has become paramount in racing car design. Aerodynamic drag on the track affects a car's power, while aerodynamic lift not only influences its grip but also induces drag, impacting handling stability and reducing its competitiveness.

[0003] A racing car's rear wing generates downforce, which is crucial for improving traction at high speeds. Downforce keeps the car firmly planted on the ground, improving handling and stability, allowing the driver better control. Active racing rear wings can alter the aerodynamic characteristics of the wing by adjusting the angle of attack of the winglets, reducing drag on straightaways and increasing speed. Active rear wings also help the car better cope with emergency braking and loss of control, thus improving racing safety.

[0004] The advantage of an active racing rear wing lies in its ability to balance aerodynamic downforce and air resistance. This not only allows the race car to achieve higher top speeds on straightaways but also provides ample downforce for fast cornering, improving lap times. A suitable control strategy can quickly respond to vehicle dynamics, altering the aerodynamic characteristics of the rear wing to maximize race car performance.

[0005] Therefore, it is urgent and necessary to develop a tail wing that can actively adjust the aerodynamic characteristics of a racing car, automatically adjust the wing angle of attack, and improve vehicle performance and safety.

[0006] Currently, there are no active formula racing car rear wings; research exists only on traditional fixed rear wings and rear wings with variable angle of attack, but these designs also introduce some drawbacks. Technologies related to active formula racing car rear wings include:

[0007] CN111267969A discloses a segmented racing car rear wing system with adaptive angle adjustment. This system utilizes hydraulic pushrods and L-shaped rockers to change the flap's angle of attack. It requires storing track information such as track type, length, and location distribution in a data storage device. Based on vehicle speed, wheel angle, and road information, the optimal angle of attack for the rear wing is calculated. The wing is then adjusted by positioning the racing car. However, the hydraulic pushrods pose a risk of oil leakage; if hydraulic oil drips onto the hot exhaust pipe or other high-temperature vehicle parts, it can easily ignite.

[0008] CN108045444A describes a racing car rear wing angle-of-attack adjustable system and control method: The drive mechanism is located on a rib inside the flap, used to drive the wing to rotate a certain angle. Yaw rate and wheel speed sensors collect the racing car's driving state signals and transmit them to the vehicle's fuzzy PID controller, thereby adjusting the rear wing angle of attack. However, it cannot adjust the wing blade tilt angle in real time, and when the upper wing blade is open, the leading edge of the blade still generates drag from the wind. Using multiple sensors to collect vehicle information is cumbersome, costly, and cannot provide timely feedback on the vehicle's attitude.

[0009] CN109606485A discloses an electronically controlled adjustable tail wing system for Formula One racing cars and its control method. This invention uses a gyroscope sensor mounted on the steering wheel to monitor the steering wheel angle and angular velocity signals. A controller controls the operating state of the servo motor. After acquiring the steering wheel angle and angular velocity information, the servo motor is controlled to rotate, thereby changing the angle of attack of the tail wing. However, this method considers relatively few factors.

[0010] Existing patented technologies cannot meet the ever-increasing demands for vehicle performance and safety in racing. Racing vehicles urgently need an active formula car rear wing and its control method. Summary of the Invention

[0011] The technical problem to be solved by the present invention is to overcome the defects of the above-mentioned technologies and provide an active formula racing car tail wing and control method.

[0012] To solve the above-mentioned technical problems, the present invention provides an active formula racing car tail wing and control method:

[0013] An active formula racing car tail wing includes an end effector component, the end effector component including an actuator first mounting base, a first left-hand rod end bearing, a first right-hand rod end bearing, a first internally threaded connecting rod, an actuator second mounting base, a second left-hand rod end bearing, a second right-hand rod end bearing, a second internally threaded connecting rod, and an upper flap;

[0014] The first mounting base and the second mounting base of the actuator are the main carriers of the end effector. One side of the first mounting base and the second mounting base of the actuator are connected to the upper flap by bolts. The other side of the first mounting base of the actuator is connected to the first right-hand rod end bearing of the first internal threaded connecting rod by bolts. The other side of the second mounting base of the actuator is connected to the second right-hand rod end bearing of the second internal threaded connecting rod.

[0015] The first internal threaded connecting rod has a first left-hand rod end bearing and a first right-hand rod end bearing at both ends, and the second internal threaded connecting rod has a second left-hand rod end bearing and a second right-hand rod end bearing at both ends. The first left-hand rod end bearing and the first right-hand rod end bearing are connected to the first internal threaded connecting rod through internal threads, and the second left-hand rod end bearing and the second right-hand rod end bearing are connected to the second internal threaded connecting rod through internal threads.

[0016] Furthermore, the race car tail wing also includes a main component of the device;

[0017] The main components of the device include a lower main wing, a first servo, a second servo, a first servo rocker arm, a second servo rocker arm, a first servo mounting plate, and a second servo mounting plate. The first servo is fixed to the first servo mounting plate with bolts, and the second servo is fixed to the second servo mounting plate with bolts. The first servo and the second servo are arranged symmetrically.

[0018] Furthermore, the upper flap is equipped with a first small pulley on one side of its trailing edge and a second small pulley on the other side. The first servo mounting plate is provided with a first slide rail that matches the first small pulley, and the second servo mounting plate is provided with a second slide rail that matches the second small pulley. This is to reduce the coefficient of friction, improve the transmission efficiency during operation, make the tail fin opening and closing operation smoother, increase service life, and reduce the risk of failure. The lower main wing is raised, and the angle at which the lower main wing is raised also provides space for the upper flap to retract, allowing the upper flap to be completely hidden under the lower main wing.

[0019] Furthermore, the first servo rocker arm is connected to the first left-hand rod end bearing on the first internal threaded connecting rod by bolts, and the second servo rocker arm is connected to the second left-hand rod end bearing on the second internal threaded connecting rod by bolts, thereby realizing the purpose of the servo driving the connecting rod to move.

[0020] A control method for an active formula racing car rear wing, wherein the rear wing is any of the active formula racing car rear wings described above:

[0021] A vehicle controller and a gyroscope sensor are installed on the race car. The gyroscope sensor is located inside the vehicle controller, which is bolted to the front partition of the race car's firewall. The vehicle controller is connected to the first and second servos via wiring to control the rotation of the first and second servo arms, thereby driving the transmission mechanism to open and close the tail wing.

[0022] Furthermore, the built-in program in the position closed-loop control system of the vehicle controller performs control according to the following steps:

[0023] When driving in a straight line, whether on a flat road, uphill, or downhill, at full throttle, the longitudinal G-value of the gyroscope sensor is positive, decreasing from a large value. The gyroscope sensor shows no lateral G-value, and a lateral G-value error of ±0.1 is allowed to avoid the impact of track surface bumps. When not at full throttle, certain special situations may occur where the throttle is briefly released. The longitudinal G-value of the gyroscope sensor is positive, decreasing from a large value, and there is no significant fluctuation in the longitudinal G-value within 2 seconds. The gyroscope sensor shows no lateral G-value. In these situations, the race car is still considered to be traveling at full speed, and the upper flaps are fully closed to reduce air resistance and increase top speed. When encountering... On straight sections with a combination of uphill and downhill sections, at full throttle, the longitudinal G-value of the gyroscope sensor fluctuates within a range of 0.5G, while the gyroscope sensor has no lateral G-value, and an error of ±0.1 in the lateral G-value is permissible. When the throttle is not at full throttle, certain special situations may occur where the throttle is briefly released. The longitudinal G-value of the gyroscope sensor fluctuates within a range of 0.5G, with no significant longitudinal G-value fluctuation within 2 seconds, and the gyroscope sensor has no lateral G-value. At this time, the upper flaps are completely closed. When the gyroscope sensor has no lateral G-value and the longitudinal G-value is negative, the upper flaps are fully opened to assist in braking and deceleration.

[0024] Three representative cornering patterns from the racing circuit were selected: sharp corners, right-angle corners, and high-speed corners. In sharp corners, the driver applies no throttle, and the lateral G-value of the gyroscope sensor increases and decreases in one direction, reaching 1.5G to 2G or higher. At this point, the upper flaps are fully open, generating maximum downforce to allow the car to corner quickly. In right-angle corners, the driver applies more than 50% throttle, and the lateral G-value of the gyroscope sensor increases and decreases in one direction, reaching 1G to 1.5G. At this point, the upper flaps are open. At 50%, a certain amount of downforce is generated without slowing down the car's cornering speed. In high-speed corners, the driver will use full throttle, and the lateral G-value of the gyroscope sensor increases and decreases in one direction, ranging from 0.5G to 1G. At this time, the upper flap opens by 10%, allowing the car to maintain a certain level of stability in high-speed corners. The opening angle of the upper flap expands proportionally to the magnitude of the gyroscope sensor's G-value and is adjusted in real time. For other corner angles, the required angle of attack for the rear wing is calculated by multiplying these three key corner angles by a proportional coefficient.

[0025] In unexpected situations, if slippage occurs during acceleration, the longitudinal G-value of the gyroscope sensor will be positive, while the lateral G-value will suddenly change. If slippage occurs during braking, the longitudinal G-value will be negative, and the lateral G-value will suddenly change. If slippage occurs during cornering, the lateral G-value will be either positive or negative, and its magnitude will suddenly change. In these cases, the upper flaps will quickly and fully open to increase downforce and tire friction by utilizing a larger frontal area, thus maintaining vehicle stability. In the event of a collision, the G-value of the gyroscope sensor will change drastically within a short period. At this time, the upper flaps will also quickly open to maintain vehicle stability and minimize damage from the collision.

[0026] The advantages of this invention compared to existing technologies are as follows: This invention uses an electric servo motor with a mechanically connected adjustable linkage, eliminating safety hazards. Furthermore, it utilizes a gyroscope to directly detect vehicle dynamics, eliminating the need for pre-inputting various information and simplifying operation. Monitoring vehicle dynamics solely through a gyroscope simplifies the structure, reduces energy consumption and cost, and provides higher gyroscope sensitivity. Direct, real-time monitoring of vehicle dynamics ensures more accurate measurements and timely transmission. Since the upper wing is completely retracted under the main wing when closed, it does not generate wind resistance, thus increasing the race car's speed on straightaways. It considers not only corner types and driver style but also unexpected situations such as sideslip, improving vehicle controllability and reducing losses from accidents. The control strategy incorporates more scenarios and is more comprehensive. Attached Figure Description

[0027] Figure 1This is a schematic diagram of the structure of an active formula racing car tail wing according to the present invention. Figure 1 .

[0028] Figure 2 This is a partial structural diagram of the present invention. Figure 1 .

[0029] Figure 3 This is a partial structural diagram of the present invention. Figure 2 .

[0030] Figure 4 This is a partial structural diagram of the present invention. Figure 3 .

[0031] Figure 5 This is a partial structural diagram of the present invention. Figure 4 .

[0032] Figure 6 This is a partial structural diagram of the present invention. Figure 5 .

[0033] Figure 7 This is a schematic diagram of the structure of an active formula racing car tail wing according to the present invention. Figure 2 .

[0034] Figure 8 This is a flowchart of the linear control method provided by the present invention.

[0035] Figure 9 This is a flowchart of the control method for curves provided in this invention.

[0036] Figure 10 This is a flowchart of the control method for unexpected situations provided by the present invention.

[0037] Figure 11 This is a force analysis of the relationship between flap deployment and downforce. Figure 1 .

[0038] Figure 12 This is a force analysis of the relationship between flap deployment and downforce. Figure 2 .

[0039] Figure 13 It is a graph showing the relationship between flap deployment range and downforce.

[0040] As shown in the figure:

[0041] 1. First servo mounting plate; 2. First slide rail; 3. First servo; 4. First servo rocker arm; 5. First left-hand crank arm bearing; 6. First internal threaded connecting rod; 7. First right-hand crank arm bearing; 8. First mounting base of actuator; 9. First small pulley; 10. Second servo mounting plate; 11. Second slide rail; 12. Second servo; 13. Second servo rocker arm; 14. Second left-hand crank arm bearing; 15. Second internal threaded connecting rod; 16. Second right-hand crank arm bearing; 17. Second mounting base of actuator; 18. Second small pulley; 19. Upper flap; 20. Lower main wing. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0043] Example 1, in conjunction with Appendix Figure 1-13 An active formula racing car tail wing and control method:

[0044] An active formula racing car tail wing includes an end effector component, which includes an actuator first mounting base 8, a first left-hand rod end bearing 5, a first right-hand rod end bearing 7, a first internally threaded connecting rod 6, an actuator second mounting base 17, a second left-hand rod end bearing 14, a second right-hand rod end bearing 16, a second internally threaded connecting rod 15, and an upper flap 19.

[0045] The first mounting base 8 and the second mounting base 17 of the actuator are the main carriers of the end effector. One side of the first mounting base 8 and the second mounting base 17 of the actuator is connected to the upper flap 19 by bolts. The other side of the first mounting base 8 of the actuator is connected to the first right-hand rod end bearing 7 of the first internal threaded connecting rod 6 by bolts. The other side of the second mounting base 17 of the actuator is connected to the second right-hand rod end bearing 16 of the second internal threaded connecting rod 15.

[0046] The first internal threaded connecting rod 6 has a first left-hand rod end bearing 5 and a first right-hand rod end bearing 7 at both ends, and the second internal threaded connecting rod 15 has a second left-hand rod end bearing 14 and a second right-hand rod end bearing 16 at both ends. The first left-hand rod end bearing 5 and the first right-hand rod end bearing 7 are connected to the first internal threaded connecting rod 6 through internal threads, and the second left-hand rod end bearing 14 and the second right-hand rod end bearing 16 are connected to the second internal threaded connecting rod 15 through internal threads.

[0047] The race car tail wing also includes the main component of the device;

[0048] The main components of the device include a lower main wing 20, a first servo motor 3, a second servo motor 12, a first servo motor rocker arm 4, a second servo motor rocker arm 13, a first servo motor mounting plate 1, and a second servo motor mounting plate 10. The first servo motor 3 is fixed to the first servo motor mounting plate 1 with bolts, and the second servo motor 12 is fixed to the second servo motor mounting plate 10 with bolts. The first servo motor 3 and the second servo motor 12 are arranged symmetrically.

[0049] The upper flap 19 is equipped with a first small pulley 9 on one side of its trailing edge and a second small pulley 18 on the other side. The first servo mounting plate 1 is provided with a first slide rail 2 that matches the first small pulley 9, and the second servo mounting plate 10 is provided with a second slide rail 11 that matches the second small pulley 18. This is used to reduce the coefficient of friction, improve the transmission efficiency during operation, make the tail fin opening and closing operation smoother, improve service life, and reduce the risk of failure. The lower main wing 20 is raised, and the angle at which the lower main wing 20 is raised also provides space for the upper flap 19 to be retracted, allowing the upper flap 19 to be completely hidden under the lower main wing 20.

[0050] The first servo rocker arm 4 is connected to the first left-hand rod end bearing 5 on the first internal threaded connecting rod 6 by bolts, and the second servo rocker arm 13 is connected to the second left-hand rod end bearing 14 on the second internal threaded connecting rod 15 by bolts, thereby realizing the purpose of the servo driving the connecting rod to move. The lower main wing 20 has a large area and is fixed. A slight tilt angle can bring a certain downforce, but it will not generate too much drag to slow down the racing car.

[0051] A method for controlling the rear wing of an active Formula One racing car:

[0052] A vehicle controller and a gyroscope sensor are installed on the race car. The gyroscope sensor is located inside the vehicle controller, which is bolted to the front partition of the race car's firewall. The vehicle controller is connected to the first servo 3 and the second servo 12 via wiring, controlling the rotation of the first servo rocker arm 4 and the second servo rocker arm 13 on the first servo 3 and the second servo 12, thereby driving the transmission mechanism to open and close the tail wing.

[0053] The built-in program in the position closed-loop control system of the vehicle controller operates according to the following steps:

[0054] When driving in a straight line, whether on a flat road, uphill, or downhill, at full throttle, the longitudinal G-value of the gyroscope sensor is positive, decreasing from a large value. The gyroscope sensor shows no lateral G-value, and a lateral G-value error of ±0.1 is allowed to avoid the impact of track surface bumps. When not at full throttle, certain special situations may occur where the throttle is briefly released. The longitudinal G-value of the gyroscope sensor is positive, decreasing from a large value, and there is no significant longitudinal G-value fluctuation within 2 seconds. The gyroscope sensor shows no lateral G-value. In these situations, the race car is still considered to be traveling at full speed, and the upper flap 19 is fully closed to reduce air resistance and increase top speed. When encountering... On straight sections with a combination of uphill and downhill sections, under full throttle, the longitudinal G-value of the gyroscope sensor fluctuates within a range of 0.5G, while the gyroscope sensor has no lateral G-value, and an error of ±0.1 in the lateral G-value is permissible. When the throttle is not fully applied, certain special situations may occur where the throttle is briefly released. The longitudinal G-value of the gyroscope sensor fluctuates within a range of 0.5G, with no significant longitudinal G-value fluctuation within 2 seconds, and the gyroscope sensor has no lateral G-value. At this time, the upper flap 19 is completely closed. When the gyroscope sensor has no lateral G-value and the longitudinal G-value is negative, the upper flap 19 is fully opened to assist in braking and deceleration.

[0055] Three representative corner types of the racing circuit were selected: sharp corners, right-angle corners, and high-speed corners. In sharp corners, the driver applies no throttle, and the lateral G-value of the gyroscope sensor increases and decreases in one direction, reaching 1.5G to 2G or higher. At this point, the upper flap 19 is fully open, generating maximum downforce to allow the car to corner quickly. In right-angle corners, the driver applies more than 50% throttle, and the lateral G-value of the gyroscope sensor increases and decreases in one direction, reaching 1G to 1.5G. At this point, the upper flap 19 is open. At 50%, it generates a certain amount of downforce without slowing down the car's cornering speed. In high-speed corners, the driver will use full throttle, and the lateral G-value of the gyroscope sensor increases and decreases in one direction, ranging from 0.5G to 1G. At this time, the upper flap 19 opens by 10%, allowing the car to maintain a certain level of stability in high-speed corners. The opening angle of the upper flap 19 expands proportionally to the magnitude of the gyroscope sensor G-value and is adjusted in real time. For other corner angles, the required angle of attack of the tail wing is calculated by multiplying these three key corner angles by a proportional coefficient.

[0056] In unexpected situations, if slippage occurs during acceleration, the longitudinal G-value of the gyroscope sensor will be positive, while the lateral G-value will suddenly change. If slippage occurs during braking, the longitudinal G-value of the gyroscope sensor will be negative, while the lateral G-value will suddenly change. If slippage occurs during cornering, the lateral G-value of the gyroscope sensor will be either positive or negative, and its magnitude will suddenly change. In these cases, the upper flap 19 will quickly and fully open to increase downforce on the race car by utilizing a larger frontal area, thereby increasing tire friction and stabilizing the vehicle's attitude. In the event of a collision, the G-value of the gyroscope sensor will change drastically within a short period. At this time, the upper flap 19 will also quickly open to maintain the stability of the race car and minimize damage from the collision.

[0057] According to the appendix Figure 11 When the flaps of an active Formula One car's rear wing are fully deployed at a speed of 90 km / h, they generate 163.5 N of drag. Without an active, adjustable rear wing, this drag would significantly slow the car down. However, simultaneously, the increased frontal area and the wing's unique shape generate 286.1 N of downforce. This downforce increases tire load, enhancing grip and allowing the car to corner at higher speeds. Therefore, the active Formula One rear wing automatically adjusts the flap opening angle based on the car's dynamics, rationally managing the relationship between drag and downforce to maximize vehicle performance.

[0058] According to the appendix Figure 12 When the flaps of an active formula car's rear wing are fully closed at a speed of 90 km / h, it generates 90.9 N of air resistance, a significant reduction compared to when the flaps are fully open. However, at the same time, due to the reduced frontal area, the downforce generated is also reduced to only 237.5 N. Therefore, if a car is equipped with a traditional fixed rear wing, which cannot change its frontal area and reduce drag while driving straight, its top speed at the end of the straight will be significantly lower than that of a car equipped with an active formula car rear wing, making it less competitive.

[0059] According to the appendix Figure 12 Simulation calculations show that the lift coefficient of the racing car's tail wing changes non-linearly with the flap angle of attack. When the flap angle is between 0° and 25°, the lift coefficient decreases as the flap angle of attack increases, but the rate of decrease weakens. When the flap angle exceeds 25°, the lift coefficient of the tail wing actually tends to increase. This is because the excessive aerodynamic angle of attack of the flap causes the tail wing to stall. Therefore, this patent designs the main wing angle of attack to be 19°, and when the flaps are fully deployed, the overall tail wing angle of attack is 25°, maximizing aerodynamic efficiency.

[0060] At different flap angles of attack, the changes in wheel load on the front and rear axles are linearly related to lateral acceleration. Gradually deploying the flaps effectively increases wheel load, thus increasing maximum lateral acceleration and reducing the risk of the race car slipping or even rolling over during high-speed cornering. Conversely, gradually closing the flaps reduces the frontal area of ​​the rear wing, lowering drag and increasing top speed on straightaways. Compared to traditional fixed rear wings, active formula car rear wings not only improve vehicle performance and safety but also reduce fuel consumption, maximizing the effectiveness of aerodynamic components and further enhancing the car's performance, making it more competitive in races.

[0061] In this invention:

[0062] The end-effector of the device uses an adjustable internally threaded connecting rod, with left-handed and right-handed rod end bearings connected to both ends respectively. The internal thread of the connecting rod facilitates the installation of the rod end bearings, which can be directly screwed in. Since the adjustable connecting rod has left-handed and right-handed rod end bearings at both ends, rotating the rod body can adjust the length of the connecting rod, which is convenient for quick adjustments during competition and saves time. Small pulleys are installed on both sides of the tail edge of the upper flap. When the flap moves up and down, the small pulleys move in the slide rail, which not only constrains the position of the flap but also reduces the coefficient of friction, improves the transmission efficiency during operation, makes the tail flap opening and closing smoother, increases service life, and reduces the risk of failure.

[0063] The main components of the device are designed with a dual servo motor symmetrical layout, which is fixed to the servo motor mounting plate with bolts. The servos are all digital servos, and the internal servo control board is controlled by a single-chip microcomputer (MCU), which has good linearity, adopts stepless adjustment, and has a faster response and more precise adjustment angle. The dual servo motor structure design makes the upper flap more evenly stressed, avoiding stress concentration that could cause tail wing deformation, affect airflow, and thus affect the aerodynamic performance of the race car.

[0064] By using only gyroscope sensors to detect vehicle dynamics, the structure is simplified, energy consumption and cost are reduced, the gyroscope has higher sensitivity, and the three-axis data is calculated through Kalman filter fusion algorithm with an angle accuracy of 0.2°. It can directly monitor vehicle dynamics in real time, making the measurement more accurate and the transmission more timely.

[0065] The tail wing opening and closing mechanism is also different from previous patents. The way to change the angle of attack of the tail wing is different. Since the upper flap is completely retracted under the main wing when closed, it will not generate drag in the wind, and the speed of the race car on the straight is increased.

[0066] The control strategy takes a more comprehensive approach, considering not only the type of curve and the driver's driving style, but also unexpected situations such as skidding, thereby improving the vehicle's controllability, reducing losses from accidents, and enhancing safety.

[0067] In summary, the active formula racing car rear wing and its control method provided by this invention can actively and timely adjust the structure of the racing car rear wing, thereby solving the problems of racing cars facing driving resistance that slows down the tail speed on straightaways, lack of downforce in corners, and improving the controllability of racing cars.

[0068] In the description of the embodiments of the present invention, it should be noted that if terms such as "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of the invention is in use, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Furthermore, terms such as "first," "second," and "third" are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0069] Furthermore, the use of terms such as "horizontal," "vertical," and "sag" does not imply that the component must be absolutely horizontal or suspended, but rather that it can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0070] In the description of the embodiments of the present invention, "multiple" means at least two.

[0071] In the description of the embodiments of the present invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in the present invention according to the specific circumstances.

[0072] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the spirit of the invention, such designs should fall within the protection scope of the present invention.

Claims

1. A control method for the rear wing of an active Formula One racing car, characterized in that: The active formula racing car tail wing includes an end effector component; The end effector includes a first mounting base (8) for the actuator, a first left-hand rod end bearing (5), a first right-hand rod end bearing (7), a first internal threaded connecting rod (6), a second mounting base (17) for the actuator, a second left-hand rod end bearing (14), a second right-hand rod end bearing (16), a second internal threaded connecting rod (15), and an upper flap (19). Among them, the first mounting base (8) and the second mounting base (17) of the actuator are the main carriers of the end actuator. One side of the first mounting base (8) and the second mounting base (17) of the actuator is connected to the upper flap (19) by bolts. The other side of the first mounting base (8) of the actuator is connected to the first right-hand rod end bearing (7) of the first internal thread connecting rod (6) by bolts. The other side of the second mounting base (17) of the actuator is connected to the second right-hand rod end bearing (16) of the second internal thread connecting rod (15). The first internal threaded connecting rod (6) has a first left-hand rod end bearing (5) and a first right-hand rod end bearing (7) at both ends, and the second internal threaded connecting rod (15) has a second left-hand rod end bearing (14) and a second right-hand rod end bearing (16) at both ends. The first left-hand rod end bearing (5) and the first right-hand rod end bearing (7) are connected to the first internal threaded connecting rod (6) through internal threads, and the second left-hand rod end bearing (14) and the second right-hand rod end bearing (16) are connected to the second internal threaded connecting rod (15) through internal threads. The race car tail wing also includes the main component of the device; The main components of the device include a lower main wing (20), a first servo motor (3), a second servo motor (12), a first servo motor rocker arm (4), a second servo motor rocker arm (13), a first servo motor mounting plate (1) and a second servo motor mounting plate (10). The first servo motor (3) is fixed to the first servo motor mounting plate (1) with bolts, and the second servo motor (12) is fixed to the second servo motor mounting plate (10) with bolts. The first servo motor (3) and the second servo motor (12) are arranged symmetrically. A vehicle controller and a gyroscope sensor are installed on the race car. The gyroscope sensor is located inside the vehicle controller, which is bolted to the front partition of the race car firewall. The vehicle controller is connected to the first servo (3) and the second servo (12) via wiring to control the rotation of the first servo rocker arm (4) and the second servo rocker arm (13) on the first servo (3) and the second servo (12), thereby driving the transmission mechanism to realize the opening and closing of the tail wing. The built-in program in the position closed-loop control system of the vehicle controller operates according to the following steps: When driving in a straight line, whether on a flat road, uphill, or downhill, the longitudinal G-value of the gyroscope sensor is positive when the throttle is at full speed, and the value decreases from large to small. The gyroscope sensor has no lateral G-value, and an error of ±0.1 in the lateral G-value is allowed to avoid the impact of bumps on the track surface. When not at full speed, some special situations may occur, and the throttle may be briefly released. The longitudinal G-value of the gyroscope sensor is positive, and the value decreases from large to small. There is no obvious fluctuation in the longitudinal G-value within 2 seconds, and the gyroscope sensor has no lateral G-value. At this time, it is determined that the race car is still driving at full speed, and the upper flap (19) is completely closed to reduce air resistance and increase tail speed. When encountering an uphill... On a straight section of a downhill combination, at full throttle, the longitudinal G value of the gyroscope sensor fluctuates within the range of 0.5G, the gyroscope sensor has no lateral G value, and an error of ±0.1 in the lateral G value is allowed; when not at full throttle, some special situations may occur, and the throttle is briefly released, the longitudinal G value of the gyroscope sensor fluctuates within the range of 0.5G, there is no obvious longitudinal G value fluctuation within 2 seconds, the gyroscope sensor has no lateral G value, at this time the upper flap (19) is completely closed; when the gyroscope sensor has no lateral G value and the longitudinal G value is negative, the upper flap (19) is fully opened to help brake and decelerate; Three representative corners of the racing track were selected: sharp corners, right-angle corners, and high-speed corners. In sharp corners, the driver does not apply throttle, and the lateral G-value of the gyroscope sensor increases and decreases in one direction, with the lateral G-value between 1.5G and 2G or higher. At this time, the upper flap (19) is fully opened, generating maximum downforce to enable the race car to pass through the corner quickly. In right-angle corners, the driver will apply more than 50% throttle, and the lateral G-value of the gyroscope sensor increases and decreases in one direction, with the lateral G-value between 1G and 1.5G. At this time, the upper flap (19) is opened. 50%, generating a certain amount of downforce without slowing down the car's cornering speed; in high-speed corners, the driver will corner at full throttle, and the lateral G value of the gyroscope sensor will increase and then decrease in one direction, with the lateral G value between 0.5G and 1G. At this time, the upper flap (19) opens by 10%, allowing the car to maintain a certain stability in high-speed corners; the opening angle of the upper flap (19) expands proportionally with the size of the gyroscope sensor G value and is adjusted in real time; for other corner angles, the angle of attack required by the tail wing is calculated by multiplying the three iconic corner angles by the proportional coefficient; In case of an unexpected situation, if the slippage occurs during acceleration, the longitudinal G-value of the gyroscope sensor will be positive, and the lateral G-value of the gyroscope sensor will suddenly change; if the slippage occurs during braking, the longitudinal G-value of the gyroscope sensor will be negative, and the lateral G-value of the gyroscope sensor will suddenly change; if the slippage occurs during cornering, the lateral G-value of the gyroscope sensor will be either positive or negative, and the magnitude of the G-value will suddenly change; in these cases, the upper flap (19) will quickly open fully to increase the downforce of the race car by utilizing a larger frontal area, thereby increasing tire friction and maintaining the stability of the vehicle's posture; if a collision occurs, the G-value of the gyroscope sensor will change drastically in a short period of time, and at this time, the upper flap (19) will also quickly open to maintain the stability of the race car as much as possible and reduce the damage caused by the collision.

2. The control method for the rear wing of an active formula racing car according to claim 1, characterized in that: The upper flap (19) is equipped with a first small pulley (9) on one side of its trailing edge and a second small pulley (18) on the other side. The first servo mounting plate (1) is provided with a first slide rail (2) that matches the first small pulley (9), and the second servo mounting plate (10) is provided with a second slide rail (11) that matches the second small pulley (18). This is to reduce the coefficient of friction, improve the transmission efficiency during operation, make the tail wing opening and closing operation smoother, improve service life, and reduce the risk of failure. The lower main wing (20) is raised, and the angle at which the lower main wing (20) is raised also provides space for the upper flap (19) to be retracted, so that the upper flap (19) can be completely hidden under the lower main wing (20).

3. The control method for the rear wing of an active formula racing car according to claim 2, characterized in that: The first servo rocker arm (4) is connected to the first left-hand rod end bearing (5) on the first internal threaded connecting rod (6) by bolts, and the second servo rocker arm (13) is connected to the second left-hand rod end bearing (14) on the second internal threaded connecting rod (15) by bolts, thereby realizing the purpose of the servo driving the connecting rod to move.

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