An equation racing aerodynamics kit

Abstract

The application relates to a formula racing aerodynamic kit. The formula racing aerodynamic kit comprises a front wing connected with the front end of a car body, the front wing comprising a main wing, a first-stage flap arranged near both ends of the main wing, a second-stage flap arranged on the first-stage flap, an outer end plate arranged at both ends of the main wing, and two inner end plates arranged near the middle of the main wing and mirror-symmetric to each other; the main wing is three-sectioned in the length direction, the middle section is a symmetric airfoil with a negative attack angle to guide airflow into a bottom plate, and the two side sections are gradient airfoils with a gradually increasing attack angle and a gradually decreasing chord length to guide airflow to wash out. The application solves the problem of insufficient aerodynamic performance of the existing formula racing car and also solves the problems of complex structure and difficult assembly of the aerodynamic kit of the existing formula racing car.

Description

Technical Field

[0001] This invention relates to the field of automotive parts technology, and more specifically to an aerodynamic kit for Formula One racing cars. Background Technology

[0002] Under the combined constraints of rules, manufacturing processes, and budgets in Formula racing, designing a reliable, efficient, and easy-to-manufacture aerodynamic kit is essential. Providing stable and sufficient downforce within the limited space restricted by regulations is crucial; for electric racing cars, the mass of the aerodynamic kit itself, ensuring downforce while minimizing drag, is equally important. Aerodynamic research and design for lower-level Formula electric cars in China is still in its early stages, with most teams employing extremely traditional design solutions. For higher-level Formula racing, regulations limit the power unit, making aerodynamic performance the primary factor in competition among teams. Currently, aerodynamics in Chinese Formula racing lags behind its international counterparts.

[0003] CN113562085A discloses a front wing structure for improving front wheel aerodynamics in Formula One racing cars. 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 undergoes torsion at the bent flap section, resulting in an angle α between the line connecting the leading and trailing edges of the outer flap and the xy plane being different from the angle β between the line connecting the leading and trailing edges of the outer flap and the xz plane. Due to the presence of the middle endplate, the canard cannot guide enough high-energy airflow to alleviate the large amount of turbulence from the front wheel, and the multiple wingtip vortices generated will interfere with the air intake of the rear bottom plate and the main wing of the tail. At the same time, the structure is relatively complex, making it difficult to guarantee manufacturing and assembly precision.

[0004] CN216969841U discloses a variable cross-section tail wing for Formula One racing cars, comprising a tail wing endplate, a variable cross-section wing assembly, and a top sparb. The tail wing endplate consists of two pieces, mounted opposite each other, with a notch at the same corner extending inwards. The variable cross-section wing assembly and the top sparb are mounted between the two tail wing endplates. The variable cross-section wing assembly extends diagonally from the notch to the opposite corner of the tail wing endplate. The top sparb is mounted at the corner of the two tail wing endplates, with its leeward side facing the windward side of the variable cross-section wing assembly. Due to regulations, this variable cross-section tail wing structure has a low-positioned main wing, resulting in significant induced drag. Furthermore, matching the substantial downforce generated by this tail wing on the rear axle with the downforce on the front axle presents a challenge.

[0005] As can be seen from the above, existing aerodynamic kits for Formula racing cars suffer from defects that negatively impact aerodynamic performance, such as insufficient vortex control, insufficient downforce, unreasonable downforce ratio, and excessive induced drag. They also exhibit structural complexity and assembly difficulties. These defects and problems significantly affect the overall aerodynamic performance and handling of Formula racing cars, while simultaneously increasing manufacturing difficulty and production costs. Summary of the Invention

[0006] The purpose of this invention is to provide an aerodynamic kit for Formula racing cars to solve the problem of insufficient aerodynamic performance in existing Formula racing cars, as well as the problems of complex structure and difficult assembly in existing Formula racing car aerodynamic kits.

[0007] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0008] A Formula One car aerodynamic kit includes a front wing connected to the front end of the car body. The front wing includes a main wing, primary flaps located near both ends of the main wing, secondary flaps located on the primary flaps, outer endplates located at both ends of the main wing, and two inner endplates located near the middle of the main wing and which are mirror images of each other.

[0009] The main wing has a three-section structure along its length. The middle section is a symmetrical airfoil with a negative angle of attack to guide airflow into the base plate, while the two side sections are gradually changing airfoils with increasing angle of attack and decreasing chord length to guide airflow outward.

[0010] By designing the mid-section of the main wing as a symmetrical airfoil with a negative angle of attack, the system maximizes the high-speed airflow in the middle section to rapidly enter the floor while ensuring sufficient downforce. The use of gradually increasing angle-of-attack and decreasing chord length airfoils on the two edge sections of the main wing effectively promotes airflow washout. Furthermore, the rational placement of the first and second-order flaps increases downforce at the end of the canard, significantly improving the aerodynamic performance of the Formula One car. The outer endplates at both ends of the main wing not only act as supports but also effectively reduce the generation of useless wingtip vortices, preventing interference with the mid-to-rear section airflow. The inner endplate in the middle of the main wing not only acts as a support but also maximizes the retention of flap downforce while minimizing the energy generated by wingtip vortices. This design solves the problems of insufficient aerodynamic performance in existing Formula One cars and addresses the issues of complex structure and difficult assembly in existing aerodynamic components.

[0011] Among them, the gradually increasing angle of attack and decreasing chord length airfoil refers to an airfoil in which the angle of attack gradually increases and the chord length gradually decreases along the Y-direction of the vehicle from the middle of the vehicle body to the outer side. In other words, both side segments are gradually increasing airfoils in which the angle of attack gradually increases and the chord length gradually decreases along the Y-direction of the vehicle body from the middle of the vehicle body to the outer side.

[0012] Preferably, the bottom of the outer end plate is formed with a vortex groove, and the outer end plate has a first arc-shaped portion that bends outward toward the rear of the vehicle near the rear end.

[0013] By forming a vortex groove at the bottom of the outer end plate, the energy of the vortex generated on the outside of the low-pressure area at the bottom of the front wing and the external wash airflow is effectively gathered, effectively controlling the large amount of turbulence generated by the front wheel and avoiding interference with the normal operation of the underbody. At the same time, by forming an arc-shaped part that bends outward towards the outside of the vehicle near the rear end of the outer end plate, the external wash airflow is further effectively promoted.

[0014] Among them, the front and rear refer to the X direction of the car, and the inner and outer sides refer to the Y direction of the car. The inner side is closer to the center of the frame than the outer side.

[0015] Preferably, the two outer end plates are provided with control wings on the side near the inner end plate, and the control wings are rotatable to adjust the angle of attack.

[0016] By setting control wings on the side of the two outer endplates close to the inner endplate, the downforce ratio under different operating conditions is effectively balanced, and the problem of wingtip vortices generated by the middle endplate of the traditional canard is avoided, which would disrupt the clean airflow of the bottom plate and tail fin. The optimization of the bottom plate air intake greatly improves the working efficiency of the bottom plate.

[0017] Preferably, the angle of attack of the main wing is -2 degrees to 5 degrees, and the angle of attack of the first-stage flap and the second-stage flap is 14 degrees to 36 degrees.

[0018] By adopting a variable angle of attack design for the main wing, the airflow on both sides near the center is effectively guided to flow into the floor plate in the center, ensuring the aerodynamic performance of the race car when turning in crosswinds, while maximizing the low-speed downforce of the forewing; at the same time, by designing the first and second stage flaps with variable angle of attack, the downforce can be maximized in conjunction with the main wing and the first stage flaps, while avoiding the generation of wingtip vortices, completely solving the problem of wingtip vortices interfering with the airflow entering the floor plate, and achieving efficient vortex control.

[0019] Preferably, the aerodynamic kit further includes a front suspension arm sleeve covering the suspension control arm, the front suspension arm sleeve being a symmetrical airfoil with a variable angle of attack, the angle of attack of the front suspension arm sleeve being -15 degrees to 34 degrees.

[0020] By designing the front cantilever sleeve as a symmetrical airfoil with a large variable angle of attack, the downforce at the end of the straight section is effectively increased, ensuring that the airflow does not separate.

[0021] Preferably, the aerodynamic kit also includes shoulder wings on both sides of the vehicle body, the height of the shoulder wings being the same as that of the front wheels, the angle of attack of the shoulder wings being -15 degrees to 4 degrees, and the chord length of the shoulder wings being less than 120 mm.

[0022] By adopting a variable angle of attack and small chord length design for the shoulder wing, the wingtip vortex energy of the shoulder wing is effectively reduced, and the airflow separation of the shoulder wing is completely avoided. This maximizes the driving of the high-pressure airflow downwash towards the diffuser inlet of the bottom plate, thereby increasing the downpressure of the bottom plate.

[0023] Preferably, the aerodynamic kit further includes a tail wing connected to the vehicle frame, the tail wing including a first main wing, a first primary flap located above the first main wing, a first secondary flap located above the first primary flap, and tail wing endplates located at both ends of the first main wing.

[0024] Preferably, the angle of attack of the first main wing is -1 to 3 degrees, and the chord length of the first main wing, the first primary flap, and the first secondary flap is less than or equal to 330 mm; the tail wing end plate is provided with louvers near the front end; the tail wing end plate is chamfered near the rear end; and the tail wing end plate is provided with a tail wing pull-down wing near the lower end.

[0025] By setting the first main wing to a low angle of attack and setting the first main wing, first-stage flap, and first- and second-stage flaps to a low chord length, the downforce of the vehicle is matched. By setting louvers near the front of the tail wing endplate, the induced drag of the tail wing is further reduced. At the same time, a chamfer is formed near the rear of the tail wing endplate to effectively counteract the vortex generated by the louvers, thereby reducing the large induced drag brought by the large-area tail wing. By setting a tail wing pull-down wing near the lower end of the tail wing endplate, the diffuser is effectively accelerated to pull away.

[0026] Preferably, the aerodynamic kit further includes the floor plate, the front end of which is provided with a rear diffuser inlet, a floor diffuser inlet and a side diffuser inlet arranged in parallel along the Y direction of the vehicle. The distances from the floor diffuser inlet and the side diffuser inlet to the front end of the vehicle are equal, the distance from the rear diffuser inlet to the front end of the vehicle is greater than the distance from the floor diffuser inlet to the front end of the vehicle, the floor plate is provided with a side diffuser outlet near the leading edge of the rear wheel, and the rear diffuser outlet is provided at the rear end of the floor plate.

[0027] Preferably, the base plate has a downwardly convex compression surface in the lower portion near the base plate diffuser inlet; the base plate has an upwardly curved second arc portion in the upper portion near the side diffuser outlet; a wing is provided on the inner upper edge at the base plate diffuser inlet; a Gurney flap is installed on the outer upper edge at the rear diffuser outlet; and a baffle is provided in the diffuser channel between the rear diffuser inlet and the rear diffuser outlet along the gas flow direction.

[0028] By designing the lower portion of the underbody plate near the diffuser inlet as a downward-convex compression surface, turbulence at the rear edge of the front wheels is effectively suppressed, while simultaneously shifting the downforce center of the underbody plate forward, thus improving the car's steering performance. The upper portion of the underbody plate near the side diffuser outlet is designed as a second upward-curving arc to facilitate the delivery of high-speed airflow into the rear wheel's internal wheel-side motor cooling duct, working in conjunction with the positive pressure zone of the rear wheels. A winglet is placed on the inner upper edge of the diffuser inlet to effectively guide the lateral diffusion airflow, thereby reusing clean airflow and preventing airflow separation on the upper surface of the rear diffuser inlet. A Gurney flap is installed on the upper edge of the rear diffuser outlet to effectively increase downforce. A baffle is placed in the diffuser channel between the rear diffuser inlet and outlet along the gas flow direction to effectively isolate turbulence, improve the underbody plate's efficiency, and prevent turbulence from interfering with the rear diffuser's operation.

[0029] The beneficial effects of this invention are:

[0030] This invention relates to an aerodynamic kit for Formula racing cars. By designing the middle section of the main wing as a symmetrical airfoil with a negative angle of attack, it maximizes the high-speed airflow in the middle section and guides it rapidly into the underbody while ensuring sufficient downforce. By using gradually increasing angle-of-attack and decreasing chord length airfoils on the two edge sections of the main wing, it effectively promotes airflow washout. Furthermore, the rational design of the primary and secondary flaps increases downforce at the end of the front wing straight section, effectively improving the aerodynamic performance of the Formula racing car. The outer endplates at both ends of the main wing not only act as supports but also effectively reduce the generation of useless wingtip vortices, preventing interference with the mid-to-rear section airfoil. The inner endplate in the middle of the main wing not only acts as a support but also maximizes the retention of flap downforce while reducing the energy generated by wingtip vortices. These features comprehensively improve the aerodynamic performance of the Formula racing car and offer advantages such as simple structure and easy assembly, making it valuable for widespread application in the field of automotive component technology. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the structure of the present invention;

[0032] Figure 2 This is a bottom view of the present invention;

[0033] Figure 3 This is a structural schematic diagram of the present invention from another angle;

[0034] Figure 4 This is a schematic diagram of the forewing structure;

[0035] Figure 5 This is a partial view of the forewing;

[0036] Figure 6 for Figure 5 The left view;

[0037] Figure 7 This is a structural schematic diagram of the base plate;

[0038] Figure 8 This is a partial view of the base plate;

[0039] Figure 9 This is a partial view of the base plate from another angle.

[0040] Figure 10 This is a partial bottom view of the base plate;

[0041] Figure 11 This is a partial view of the tail fin;

[0042] Figure 12 A partial view of the tail fin from another angle;

[0043] Figure 13 This is a partial view of the tail fin from a third angle.

[0044] Figure 14 This is a partial view of the shoulder wing;

[0045] Among them, 1-front wing, 11-main wing, 111-middle section, 112-side section, 12-first-stage flap, 13-second-stage flap, 14-outer endplate, 141-vortex groove, 142-first arc-shaped part, 15-inner endplate, 16-control wing; 2-bottom plate, 21-rear diffuser inlet, 22-bottom plate diffuser inlet, 23-side diffuser inlet, 24-side diffuser outlet, 25-rear diffuser outlet, 26-compression curved surface, 27-second arc-shaped part, 28-Gurney flap, 29-bulge, 210-side diffuser outlet guide wing; 3-front cantilever sleeve; 4-shoulder wing; 5-tail wing, 51-first main wing, 52-first-stage flap, 53-first-second-stage flap, 54-tail wing endplate, 541-chamfer, 55-louver, 56-tail wing lower beam wing; 6-body. Detailed Implementation

[0046] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0047] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex. Example

[0048] like Figures 1 to 14 As shown, a Formula One car aerodynamic kit includes a front wing 1 connected to the front end of the car body 6. The front wing 1 includes a main wing 11, primary flaps 12 located near both ends of the main wing 11, secondary flaps 13 located on the primary flaps 12, outer endplates 14 located at both ends of the main wing 11, and two inner endplates 15 located near the middle of the main wing and which are mirror images of each other.

[0049] The main wing 11 has a three-section structure along its length. The middle section 111 is a symmetrical airfoil with a negative angle of attack to guide the airflow into the base plate 2. The two side sections 112 are gradually changing airfoils with increasing angle of attack and decreasing chord length to guide the airflow outward.

[0050] By designing the mid-section of the main wing as a symmetrical airfoil with a negative angle of attack, the system maximizes the flow of high-speed airflow into the floor while ensuring sufficient downforce. Verification shows that this design accelerates the airflow entering the floor from the mid-section by 16.7%. The use of gradually increasing angle-of-attack and decreasing chord length airfoils on the two wing edges effectively promotes airflow washout. Furthermore, the strategic placement of primary and secondary flaps achieves downforce exceeding 800N at the canard tip, significantly improving the aerodynamic performance of the Formula One car. Outer endplates at both ends of the main wing not only act as supports but also effectively reduce the generation of useless wingtip vortices, preventing interference with the mid-to-rear section airflow. Inner endplates in the middle of the main wing not only provide support but also maximize the retention of flap downforce while minimizing the energy generated by wingtip vortices.

[0051] In this embodiment, the middle section 111 of the main wing 11 and the two side sections 112 are joined together by internal riveting. The inner endplate 15 adopts a fully enclosed design without openings. The CFD results show that the effect of this design is very significant. The energy of the wingtip vortex on the inner side of the canard is almost completely dissipated when it reaches the front overhang A arm, and it has almost no interference with the bottom plate.

[0052] A vortex groove 141 is formed at the bottom of the outer end plate 14, and a first arc-shaped portion 142 curving outwards is formed near the rear end of the outer end plate 14. The vortex groove 141 at the bottom of the outer end plate 14 can control the expansion of the vortex and avoid interference with the low-pressure area at the bottom, and also provide some guidance for the vortex. After the vortex flows through the front wing, it is affected by the positive pressure area of ​​the tire and carries away some of the turbulence generated by the front wheel, thus avoiding interference with the underbody.

[0053] In this embodiment, the vortex groove 141 formed at the bottom of the outer end plate 14 is close to the outer side of the vehicle. The vortex groove 141 is an arc-shaped groove with a curvature of 65° and facing the outer side of the vehicle. The curvature of the arc-shaped portion 142 of the outer end plate 14 near the rear end is 2° and the radius is 1000mm.

[0054] In order to balance the downforce ratio under different operating conditions and to avoid the problem of wingtip vortices generated by the conventional canard middle endplate, which would disrupt the clean airflow of the bottom plate and tail fin, control wings 16 are provided on the side of the two outer endplates 14 near the inner endplate 15. The control wings 16 are rotatable, thereby realizing the adjustment of the angle of attack.

[0055] In this embodiment, the control wing 16 is mounted on the inner end plate 15 via a rotating shaft. By rotating the control wing 16, the angle of attack can be adjusted, balancing the downforce ratio under different operating conditions. It has been verified that the downforce ratio can be adjusted between 47.6% and 51.2%. Through the design of the control wing, a straight-line end downforce of 896N can be achieved, and the problem of wingtip vortices generated by the middle end plate of the traditional forewing, which disrupts the clean airflow of the bottom plate and tail fin, is completely avoided. The optimization of the bottom plate air intake can significantly improve the working efficiency of the bottom plate.

[0056] In order to guide the airflow from the two sides near the center to flow into the bottom plate 2 in the center, so as to ensure the aerodynamic performance of the race car when turning in crosswinds, and at the same time to maximize the low-speed downforce of the front wing, the main wing 11 adopts a variable angle of attack design, with the angle of attack varying between -2 degrees and 5 degrees.

[0057] In order to maximize the compression of the downforce by the main wing and the first-stage flap, and to completely solve the problem of wingtip vortex generation that is unavoidable in the existing straight wing with endplate combination, the first-stage flap 12 and the second-stage flap 13 are both designed with variable angle of attack, with the angle of attack varying between 14 degrees and 36 degrees. This completely solves the problem of the wingtip vortex interfering with the airflow entering the base plate and achieves efficient vortex control.

[0058] In this embodiment, the middle section 111 of the main wing 11 gradually increases its angle of attack from -2 degrees in the middle to 5 degrees on the outer side of the middle section 111. This guides the airflow on both sides near the middle of the middle section 111 towards the center and into the floor, ensuring the aerodynamic performance of the race car when turning in crosswinds, while maximizing the low-speed downforce of the front wing. Both the first-stage flap 12 and the second-stage flap 13 are variable angle-of-attack designs, increasing from 28 degrees to 36 degrees and then decreasing to 14 degrees from the inside of the car to the outside.

[0059] The front wing 1 includes two primary flaps 12 and two secondary flaps 13. One end of one primary flap 12 and one secondary flap 13 is connected to one outer end plate 14, and the other end is connected to one inner end plate 15. One end of the other primary flap 12 and one secondary flap 13 is connected to another outer end plate 14, and the other end is connected to another inner end plate 15. The two primary flaps 12 are mirror images of each other, the two secondary flaps 13 are mirror images of each other, and the two outer end plates 14 are mirror images of each other. The two inner end plates 15 are fixedly connected to the front end of the vehicle body 6 by bolts. The main wing 11 is fixed to the primary flap 12 and the primary flap 12 is fixed to the secondary flap 13 by perforation of carbon fiber composite tubing. The two ends of the main wing 11 are fixedly connected to the outer end plate 14 by bolts. The primary flaps 12 and the secondary flaps 13 are tightly fixedly connected to the outer end plate 14 and the inner end plate 15. The outer end plate 14 is connected to the control wing 16 by a rotating shaft.

[0060] The aerodynamic kit also includes a front suspension arm sleeve 3 that covers the suspension control arm. In order to increase downforce at the end of the straight and ensure that the airflow does not separate, the front suspension arm sleeve 3 adopts a symmetrical airfoil design with a variable angle of attack. The angle of attack of the front suspension arm sleeve 3 varies between -15 degrees and 34 degrees.

[0061] In this embodiment, the angle of attack direction matches the direction of airflow from the outside of the vehicle body 6.

[0062] Among them, the front suspension arm sleeve 3 is mechanically latched onto the suspension control arm. There is a gap between the front suspension arm sleeve 3 and the suspension control arm, which can serve as a fixing kit for the power and water cooling system pipelines and braking system pipelines required for wheel-side power. This effectively prevents the problem of a large amount of airflow separation caused by designing pipelines at the wheel-side, and maximizes the improvement of the aerodynamic performance of the wheel-side.

[0063] The aerodynamic kit also includes shoulder wings 4 on both sides of the vehicle body 6. The height of the shoulder wings 4 is the same as that of the front wheels. In order to reduce the vortex energy at the wingtips of the shoulder wings and to avoid airflow separation from the shoulder wings, and to drive the high-pressure airflow downwash to the diffuser inlet of the underbody to the maximum extent and increase the underbody downforce, the shoulder wings 4 adopt a variable angle of attack and small chord length design. The angle of attack of the shoulder wings 4 is between -15 degrees and 4 degrees, and the chord length of the shoulder wings 4 is less than 120mm.

[0064] The shoulder wing 4 consists of three small airfoils to maximize its working efficiency. CFD results show that a single-blade shoulder wing, within an acceptable curvature range, cannot simultaneously ensure airflow separation while providing sufficient momentum to change the angle and drive more airflow into the base plate quickly. The three-blade design, however, sacrifices a small amount of lift to significantly improve base plate efficiency. According to CFD results, the shoulder wing generates approximately 33.7 N of lift. The small chord length (less than 120 mm) of the small airfoils results in very low wingtip vortex energy, barely observable in the 40 million-grid CFD of the half-vehicle, and its impact on the tail wing is negligible. Therefore, this three-blade shoulder wing design completely avoids airflow separation, maximizing the driving of the high-pressure downwash towards the base plate inlet and increasing the base plate downforce by 20%.

[0065] The aerodynamic kit also includes a rear wing 5 connected to the chassis. The rear wing 5 includes a first main wing 51, a first primary flap 52 located above the first main wing 51, a first secondary flap 53 located above the first primary flap 52, and rear wing endplates 54 located at both ends of the first main wing 51.

[0066] To match the downforce of the vehicle, the first main wing 51 is set to a low angle of attack, with the angle of attack range between -1 and 3 degrees. The first main wing 51, the first primary flap 52, and the first secondary flap 53 are set to a small chord length, with the chord length of the first main wing 51, the first primary flap 52, and the first secondary flap 53 being less than or equal to 330 mm. To reduce the large amount of induced drag of the tail wing, a louver 55 is provided near the front end of the tail wing end plate 54. To counteract the vortex generated by the louver and thus reduce the large amount of induced drag brought by the large-area tail wing, a chamfer 541 is formed near the rear end of the tail wing end plate 54. To accelerate the removal of the diffuser, a tail wing pull-down beam 56 is provided near the lower end of the tail wing end plate 54.

[0067] In this embodiment, the rear wing 5 is connected to the vehicle frame via brackets and slings. The highest point of the rear wing 5 is 1.19 meters above the ground. The first main wing 51, the first primary flap 52, and the first secondary flap 53 are fixed to the rear wing end plates 54 at both ends via perforated carbon fiber composite tubes. The angle of attack of the first main wing 51 gradually increases from -1 degree in the middle section to 3 degrees in the two side sections. The chamfer 541 is a curved surface design that tapers inward towards the vehicle, effectively preventing the airflow at the rear of the vehicle from separating at the front end of the rear wing end plate and thus damaging the low-pressure area under the rear wing, while further reducing induced drag. The louver 55 is composed of a rotor with a chord length of 20mm and a maximum curvature of 9%. The lower rear end of the rear wing end plate 54 adopts an inward curved rounded corner design to prevent airflow separation caused by the rear wing end plate 54 from damaging the low-pressure area on the lower surface of the rear wing. After verification, compared with the traditional rear wing design, the rear wing design in this embodiment achieves a reduction of more than 60% in induced drag and less than 7% in downforce loss.

[0068] The relatively small x-axis dimension and y-axis dimension within the range of the rules, which are limited by the Formula One car frame and regulations, make the design of the rear diffuser a major challenge. It is necessary to prevent diffuser separation while providing sufficient diffuser suction. Therefore, a rear wing pull-down wing 56 is set on the rear wing end plate 54 near the lower end to accelerate the separation of the diffuser.

[0069] The aerodynamic kit also includes a floor plate 2. The front end of the floor plate 2 is provided with a rear diffuser inlet 21, a floor diffuser inlet 22 and a side diffuser inlet 23 arranged in parallel along the Y direction of the vehicle. The distances from the floor diffuser inlet 22 and the side diffuser inlet 23 to the front end of the vehicle are equal. The distance from the rear diffuser inlet 21 to the front end of the vehicle is greater than the distance from the floor diffuser inlet 22 to the front end of the vehicle. The floor plate 2 is provided with a side diffuser outlet 24 near the leading edge of the rear wheel and a rear diffuser outlet 25 at the rear end of the floor plate.

[0070] In this embodiment, a floor diffuser, side diffusers, and a rear diffuser are tightly fitted to the bottom of the vehicle body 6. The floor diffuser and the rear diffuser share a common rear diffuser outlet 25. The side diffuser outlet 24 is tangent to the front edge of the rear wheel, and the X-direction distance between the rear diffuser inlet 21 and the side diffuser outlet 24 is 15mm. The rear diffuser inlet 21, floor diffuser inlet 22, side diffuser inlet 23, side diffuser outlet 24, and rear diffuser outlet 25 are symmetrically arranged on the floor plates 2 on both sides of the vehicle body 6. Due to the presence of the vehicle frame battery box, the rear diffuser outlet 25 is located at the rear edge of the rear wheel.

[0071] To suppress turbulence at the rear edge of the front wheels and shift the center of pressure of the chassis forward to improve the steering performance of the race car, a downwardly convex compression surface 26 is provided on the lower part of the chassis 2 near the diffuser inlet 22. To cooperate with the positive pressure zone of the rear wheels to send high-speed airflow into the internal wheel-side motor cooling duct of the rear wheels, an upwardly curved second arc section 27 is provided on the upper part of the chassis 2 near the side diffuser outlet 24. To guide the side diffuser airflow and reuse clean airflow, and to avoid airflow separation on the upper surface of the rear diffuser inlet, a small wing is provided on the inner upper edge of the chassis diffuser inlet 22. To increase downforce, a Gurney flap 28 is installed on the outer upper edge of the rear diffuser outlet 25. To isolate turbulence, improve the working efficiency of the chassis, and prevent turbulence from interfering with the operation of the rear diffuser, at least two baffles 29 are spaced apart along the gas flow direction in the diffuser channel between the rear diffuser inlet 21 and the rear diffuser outlet 25. A side diffuser outlet guide wing 210 is also provided at the side diffuser outlet 24.

[0072] In this embodiment, the upper and lower portions of the underbody diffuser inlet 22 adopt opposite curved surfaces. The lower portion is a compression surface 26 with a radius of 1300mm and a curvature of 7°, which brings the downforce center closer to the front axle, improving the vehicle's steering performance. The upper portion adopts a curved surface design that first convexes upwards and then concaves downwards, minimizing airflow separation at the underbody diffuser inlet. Three baffles 29 are spaced along the gas flow direction in the diffuser channel between the rear diffuser inlet 21 and the rear diffuser outlet 25. CFD verification shows that turbulence can only affect the area between the two outer baffles, effectively preventing turbulence from interfering with the rear diffuser's operation. The baffles, in conjunction with the front wing design, achieve 80% shielding of turbulent airflow at the underbody inlet, resulting in an overall underbody downforce utilization rate of over 76% and an overall underbody downforce increase of over 40%, increasing the downforce ratio from 20% to 51.3%. The chord length of the winglets set on the inner upper edge of the diffuser inlet 22 is less than 18mm. This small winglet design guides the lateral diffusion airflow, reuses clean airflow, and also avoids airflow separation on the upper surface of the rear diffuser inlet.

[0073] This embodiment also provides a vehicle, including the Formula One racing aerodynamic kit of this embodiment.

[0074] In summary, the aerodynamic kit for the Formula One car of this invention, by designing the middle section of the main wing as a symmetrical airfoil with a negative angle of attack, maximizes the high-speed airflow in the middle of the wing to rapidly enter the underbody while ensuring the compression of downforce. By using gradually increasing angle-of-attack and decreasing chord length airfoils on the two edge sections of the main wing, it effectively promotes airflow washout. Furthermore, by rationally setting the first and second stage flaps, it increases the downforce at the end of the forewing straightaway, effectively improving the aerodynamic performance of the Formula One car. By setting outer endplates at both ends of the main wing, the two outer endplates not only act as supports but also effectively reduce... The generation of useless wingtip vortices in the front wing avoids interference with the mid-to-rear section air jacket. By setting an inner endplate in the middle of the main wing, it not only acts as a support but also maximizes the retention of flap downforce while weakening the energy generated by the wingtip vortex. This significantly optimizes the downforce of the race car within the regulations. At the same time, considering the overall vehicle dynamics, it improves the handling stability of the race car and raises the upper limit of the overall vehicle performance. Moreover, this Formula race car aerodynamic system has the advantages of simple structure, high reliability, ease of manufacturing, and economic applicability, and has promotional application value in the field of automotive parts technology.

[0075] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A Formula One racing car aerodynamic kit, comprising a front wing (1) connected to the front end of the car body (6), characterized in that, The forewing (1) includes a main wing (11), primary flaps (12) located near both ends of the main wing (11), secondary flaps (13) located on the primary flaps (12), outer endplates (14) located at both ends of the main wing (11), and two inner endplates (15) located near the middle of the main wing. The main wing (11) has a three-section structure along its length. The middle section (111) is a symmetrical airfoil with a negative angle of attack to guide the airflow into the base plate (2). The two side sections (112) are gradually changing airfoils with increasing angle of attack and decreasing chord length to guide the airflow outward. The angle of attack of the main wing (11) is -2 degrees to 5 degrees, and the angle of attack of the first-stage flap (12) and the second-stage flap (13) is 14 degrees to 36 degrees. It also includes a front suspension arm sleeve (3) covering the suspension control arm, the front suspension arm sleeve (3) being a symmetrical airfoil with a variable angle of attack, the angle of attack of the front suspension arm sleeve (3) being -15 degrees to 34 degrees; It also includes shoulder wings (4) on both sides of the vehicle body (6), the height of the shoulder wings (4) is the same as the front wheel of the vehicle, and the angle of attack of the shoulder wings (4) is -15 degrees to 4 degrees; The front end of the floor plate (2) is provided with a rear diffuser inlet (21), a floor diffuser inlet (22) and a side diffuser inlet (23) arranged in parallel along the Y direction of the vehicle. The distances from the floor diffuser inlet (22) and the side diffuser inlet (23) to the front end of the vehicle are equal. The distance from the rear diffuser inlet (21) to the front end of the vehicle is greater than the distance from the floor diffuser inlet (22) to the front end of the vehicle. The floor plate (2) is provided with a side diffuser outlet (24) near the front edge of the rear wheel. The rear end of the floor plate is provided with a rear diffuser outlet (25). The base plate (2) has a downwardly convex compression surface (26) at the lower part near the base plate diffuser inlet (22); the base plate (2) has an upwardly curved second arc portion (27) at the upper part near the side diffuser outlet (24); a wing is provided on the inner upper edge at the base plate diffuser inlet (22); a Gurney flap (28) is installed on the outer upper edge at the rear diffuser outlet (25); a baffle (29) is provided in the diffuser channel between the rear diffuser inlet (21) and the rear diffuser outlet (25) along the gas flow direction.

2. The Formula One aerodynamic kit according to claim 1, characterized in that, The bottom of the outer end plate (14) is formed with a vortex groove (141), and the outer end plate (14) has a first arc-shaped part (142) that bends outward towards the rear end.

3. The Formula One aerodynamic kit according to claim 1, characterized in that, The two outer end plates (14) are provided with control wings (16) on the side near the inner end plate (15), and the control wings (16) are rotatable to adjust the angle of attack.

4. The Formula One aerodynamic kit according to claim 1, characterized in that, The chord length of the shoulder wing (4) is less than 120 mm.

5. The Formula One aerodynamic kit according to claim 1, characterized in that, The aerodynamic kit also includes a tail wing (5) connected to the vehicle frame. The tail wing (5) includes a first main wing (51), a first primary flap (52) located above the first main wing (51), a first secondary flap (53) located above the first primary flap (52), and tail wing endplates (54) located at both ends of the first main wing (51).

6. The Formula One aerodynamic kit according to claim 5, characterized in that, The angle of attack of the first main wing (51) is -1 degree to 3 degrees, and the chord length of the first main wing (51), the first primary flap (52) and the first secondary flap (53) is less than or equal to 330 mm; the tail wing end plate (54) is provided with louvers (55) near the front end; the tail wing end plate (54) is provided with a chamfer (541) near the rear end; the tail wing end plate (54) is provided with a tail wing pull-down wing (56) near the lower end.

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