it will be apparent that one type of wall racer toy vehicle that would be desirably offered is one resembling an automobile , for example a race car , while other sorts of vehicles , such as trucks or military vehicles , e . g ., armored tanks , might also be of interest . the first , second , fourth and fifth embodiments of the wall racer discussed herein are of generally elongated shape , so as to be fitted with model automobile bodies not otherwise contributing to the operation of the wall racer , while the third embodiment is circular and might be made to resemble a “ flying saucer ” type of space vehicle . all of these embodiments operate similarly , with differences as occasioned by the differing body shapes . for example , fig1 and 2 show respectively a perspective and an elevation in partial cross - section of a first embodiment of the wall racer , which as noted is generally elongated and could readily be fitted with a model race car or other vehicle body ( not shown ). as mentioned above , in order that downforce urging the wall racer against an abutting surface w ( hereinafter simply “ the wall ”) can be developed , a high velocity stream of air is induced to flow in an underbody venturi duct formed between the undersurface of the chassis of the wall racer and the wall w . according to bernouilli &# 39 ; s principle , as above , such a high velocity stream of air will be of reduced pressure with respect to the ambient air . the differential between this reduced pressure and the surrounding atmospheric pressure generates a resultant force d , termed “ downforce ” where , as here , its direction is such as to urge the vehicle “ downwardly ” toward the wall w . the amount of downforce d developed is proportional to the area over which the low pressure is created , and to the differential in pressure per unit area , so this area and the differential pressure must be adequate for the purpose . thus , as illustrated in fig1 and 2 , a fan 10 is mounted in a fan duct extending through the chassis 12 , and is driven by a battery - powered motor 11 so as to draw a high - velocity stream of air in from around at least a portion of the periphery of chassis 12 . the stream of air flows through an underbody venturi duct 15 formed between the underside of chassis 12 and the juxtaposed surface of wall w , and is exhausted on the “ upper ” side of chassis 12 , that is , on the side away from the abutting wall w . downforce d is created as noted due to the differential in pressure between the low pressure of the high - velocity air stream in the underbody venturi duct and the ambient air ; as noted , the total amount of downforce is proportional to the area over which the low pressure is developed , and to the differential in pressure at each point . to maximize the area of low pressure by avoiding air being drawn in along the edges 12 a of the chassis 12 , that is , to ensure that the air stream is principally drawn in at the ends 12 b of the chassis 12 , flexible “ skirts ” 14 extend from the chassis 12 toward wall w and form a partial seal therebetween , limiting “ short - cutting ” of air from the sides of the chassis juxtaposed to the fan duct . the skirts thus define one or more , in this case two , sections of the periphery of the underbody of the chassis at which air is drawn into an entry portion of the underbody venturi duct , which directs airflow into the fan duct . accordingly , air is drawn in primarily at the ends 12 b , which are provided with a broad radius to ensure smooth and insofar as possible non - turbulent airflow ; for similar reasons , the undersurface 12 c of the chassis 12 is smooth . thus the high - velocity air stream extends for a substantial portion of the overall length of the chassis , ensuring that adequate downforce is developed . in the absence of the skirts 14 , air would tend to be drawn in along the sides of the chassis , limiting the area over which the reduced pressure is developed , and thus limiting downforce ; there would likely also be considerable turbulence , further interfering airflow and reducing downforce . in some circumstances , a further increase in downforce can be realized by limiting the clearance between the ends of the undersurface of the chassis and the wall surface , e . g ., by providing downwardly extending baffles , akin to the side skirts 14 but extending only to the wall surface , that is , not intended to be drawn against the wall surface as are the side skirts 14 . the reduction in intake area causes a further acceleration of the air flowing under these baffles , further reducing the pressure and increasing the downforce . by comparison , in the generally circular third embodiment of the wall racer shown in fig8 and 9 ( discussed further below ) a substantial distance exists between all points on the outer periphery of the undersurface of its chassis and the centrally - located exhaust duct , so that the airflow in this embodiment is radially inwardly from all directions , the downforce is developed uniformly around the chassis , and no skirts need to be fitted . as noted , the differential in pressure and thus the downforce developed is a function of the air velocity , which up to a point can be increased by reducing the cross - sectional area of the duct formed between the underside of the chassis and the wall w , that is , by reducing the ground clearance of the wall racer . however , if the cross - sectional area is reduced too much , turbulence will impede flow and reduce the desired effect ; reducing the ground clearance would also increase the wall racer &# 39 ; s sensitivity to surface irregularities and the like . no detailed theoretical calculations have as yet been carried out which would allow optimization of the effect sought . for example , by optimizing the duct design the current draw of the motor powering the fan inducing the flow could perhaps be reduced , increasing operating time per battery charge . detailed specifications of the duct and other components employed in a successfully - tested embodiment of the wall racer are provided below . returning to discussion of the first embodiment of fig1 and 2 , as illustrated the chassis 12 is supported by two opposed drive wheels 16 and 18 , spaced transversely from one another on either side of the chassis near the midpoint thereof , and by opposed casters 20 ( that is , devices comprising freely - rotating wheels mounted for pivoting about an axis perpendicular to their axis of rotation ) at either end of the chassis 12 . as indicated schematically by belt drives 22 , the opposed drive wheels 16 and 18 are separately powered by motors 24 that are supplied with current by a battery pack 28 in response to control signals provided by radio - controlled receiver 26 . the overall construction and operation of these components is conventional except as noted and will not be discussed in detail herein . thus , if both motors are controlled to drive wheels 16 and 18 in the same direction , the wall racer moves in that direction , while turning is accomplished by driving the wheels 16 and 18 in differing directions or at differing rates . casters 20 are unpowered , mounted on the longitudinal centerline of chassis 12 , and simply serve to maintain the correct spacing between undersurface 12 c of chassis 12 and wall w ; preferred locations and design of casters 20 are discussed below . the “ differential ” drive scheme shown is preferred over , for example , a conventional four - wheel chassis , with one pair of wheels powered and one pair steering , for the following reasons . in order that a vehicle can climb a vertical wall , sufficient downforce must be exerted , urging the vehicle toward the wall , not only to support the vehicle against the force of gravity but also to provide sufficient traction to propel the vehicle vertically against gravity . ( by comparison , providing a vehicle that operates inverted on a ceiling is simplified , since it need only support itself and need not also climb vertically .) ensuring good traction thus becomes paramount . so as to maximize the traction provided by the downforce available , the drive wheels are located centrally , at the center of the pressure exerted by the downforce , so that essentially all of the downforce is transmitted directly to the drive wheels , maximizing traction . the casters 20 are preferably mounted so that both do not simultaneously touch a flat surface , so that a three - point support is always available , with the drive wheels 16 and 18 forming two of the three contact points . the motion thus provided , whereby the vehicle can rock slightly back and forth about the axis of the drive wheels 16 and 18 , as one or the other of casters 20 touches the wall w , is referred to as “ teeter ” herein . thus the downforce is balanced over the central drive axle , which maximizes traction , while allowing the vehicle to be steered by differential driving of the opposed drive wheels 16 and 18 . fig3 and 4 show a second embodiment of the wall racer ; this embodiment appears likely to correspond to the earliest production version of the wall racer . fig1 provides detailed dimensional information concerning this embodiment , and preproduction specifications are provided below as well . as shown by fig3 , in this embodiment two exhaust fans 38 are provided , spaced laterally from another on the transverse centerline of the chassis 40 , and each fan being driven by a motor 39 with the fan mounted directly on the motor shaft . six drive wheels 42 are provided , three on either side of the chassis 40 , with the three wheels 42 on either side of the chassis being geared ( or belt - driven ) to one another so as to be driven in common by two separately radio - controlled motors . the radio control receiver and battery are not shown , as being generally within the skill of the art . fig5 , 6 , and 7 ( discussed below ) show a preferred gear train and motor arrangement . thus , as in the fig1 embodiment , steering is accomplished by differentially driving the wheels on either side of the chassis 40 . as shown , skirts 44 are again provided , so as to ensure that the airflow is primarily from the ends of the chassis to the fan exhaust duct 46 , in turn to ensure that an adequate area of high - velocity , low - pressure air flow is provided to generate adequate downforce . as illustrated by fig4 , the center pair of wheels are slightly lower in the chassis than the end pairs , so as to provide “ teeter ” and ensure that the center pair of drive wheels are always in good contact with the wall w . the pairs of wheels 42 at each end of the chassis are slightly proud of ( i . e ., extend slightly beyond ) the respective ends of the chassis , so that as the vehicle approaches a wall while operating on a floor , the wheels contact the wall first . thus providing the six - wheel arrangement of this embodiment allows the wall racer to make the transition from floor to wall in either direction . so that downforce urging the wall racer toward the floor does not prevent the wall racer from initially climbing the wall , the fans 38 are only energized when the chassis 40 reaches a predetermined inclination with respect to the horizontal . fig1 shows a preferred switch , and fig1 a a circuit , for controlling the fans accordingly . as indicated above , fig5 , 6 , and 7 show a preferred arrangement of the two drive motors and corresponding gear trains for differentially driving the six wheels of the wall racer in its fig3 and 4 embodiment . fig5 shows a plan view , and fig6 and 7 cross - sectional views along lines 6 - 6 and 7 - 7 respectively . thus , assuming the wall racer is traveling toward the right in fig5 , so that the upper side of the drawing is the “ left ”, and the lower the “ right ”, there are provided left - side and right - side drive motors 150 and 152 respectively . motors 150 and 152 each drive reduction gear trains , 154 and 156 respectively ; the gears of each are idlers , that is , spin freely on shafts 158 , so that gears from both trains can be supported on the same shafts 158 while turning independently of one another . the output gears of train 154 and 156 drive gears 160 , 162 respectively , which are fixed with respect to sleeve axles 164 , 166 respectively , riding on a fixed axle 168 , and thence to gears 170 , 172 respectively . gears 170 , 172 are fixed to corresponding drive wheels 174 , 176 , and also drive further gear trains 178 , 180 , which drive central drive gears 182 , 184 , which are fixed to central drive wheels 186 , 188 . central drive gears 182 , 184 also drive further gear trains 190 , 192 ; these in turn drive gears 194 , 196 , to which are fixed wheels 198 , 200 . implementation of this drive arrangement is within the skill of the art ; while the gear trains and axles are shown as mounted on a metallic frame 202 , in production this chassis will typically comprise molded components . it is also within the scope of the invention to employ a generally comparable arrangement to provide a four - wheel drive version of the vehicle of the invention , with differential steering as above . in this case one of the wheels might be mounted so as to spaced very slightly away from a plane contacted by the other three wheels ; consequently the vehicle would “ teeter ” about an axis connecting the contact patches of the two of the wheels not diagonally opposite the wheel so spaced from the plane , so that either that wheel or the one diagonally opposite it would contact the plane . for example , if the left front (“ lf ”) wheel were slightly spaced from a plane contacted by the rf , lr , and rr wheels , the vehicle would teeter about an axis connecting the points at which the rf and lr wheels contact the plane , and the teeter would be limited by contact of either the lf or rr wheels with the plane . by comparison , if the wheels were located so as to simultaneously contact a flat plane , the vehicle would tend to be much more sensitive to any irregularities in the surface . implementation of differential steering of a four - wheel drive vehicle would not be unduly complex . by comparison , if steering were to be accomplished by pivoting of one or both pairs of wheels , this would involve additional complexity . it is to be noted that a differential steering arrangement in a four - wheel drive vehicle with all four wheels in good contact with the surface would involve substantial resistance to steering due to “ tire scrub ”, that is , frictional resistance caused by the different effective turning radii of the “ contact patch ” of the tires on opposite sides of the vehicle . in general , to limit tire scrub within a given tire , relatively narrow tires are fitted to the drive wheels of the vehicles of the invention . tire scrub becomes less significant as the overall size of the vehicle is reduced . to improve appearance , and to allow operation on thick carpets and the like , wider supplemental tires of slightly lesser diameter and formed of a lightweight foam or the like ( not shown ) can be assembled to the outer surfaces of the drive wheels . as mentioned , fig1 shows a detailed view of the underbody venturi duct 50 formed between the undersurface of chassis 40 and a juxtaposed surface , such as a wall w . this embodiment of the underbody was employed in one successfully - tested version of the second embodiment of the wall racer of the invention , as shown in fig3 and 4 . fig1 further provides reference to dimensional details of the chassis 40 . in this version , the overall chassis length h is 11 . 828 ″, with six wheels of 2 . 524 ″ diameter ; the wheelbase f of the outer pairs of wheels is 9 . 50 ″, so that the wheels are proud of the chassis , i . e ., extend slightly beyond the end of the chassis 40 , in order to engage a vertical surface and thus enable the wall racer to climb a wall from the floor . the center axle is 0 . 050 ″ closer to the wall w than the end pairs of wheels , so that the desired “ teeter ” is provided . the underbody venturi duct 50 is longitudinally symmetric about a centerline j , with one end only shown in detail by fig1 . as shown in detail by fig1 , each “ half ” of the underbody duct 50 formed between the undersurface of the chassis 40 and the wall w comprises an entry portion 50 a , a transition portion 50 b , and an exit portion 50 c , which makes a smooth transition into a fan duct 46 , also of venturi shape , in which the fan ( s ) are located . air enters each half of the underbody venturi duct at an inlet opening at the periphery of the chassis 40 , defined by the entry portion 50 a of underbody venturi duct 50 . entry portion 50 a is defined by a radius r formed on the end of the chassis ; in the version shown , this radius is 1 . 164 ″. the axles of the front and rear pairs of wheels lie on the center of this radius , and are slightly larger in radius , so that each tire &# 39 ; s rolling surface is somewhat proud of the chassis end , as noted . entry portion 50 a is faired into and connects smoothly with an extended flat transition portion 50 b formed by a flat surface on the underside of the chassis ; since the duct 50 formed between the underside of chassis 40 and the wall is of minimum cross - sectional area in this region , the maximum air flow velocity , and accordingly the maximum downforce per unit area , are developed here . the goal in designing the underbody venturi duct 50 is to maximize the extent of the region of minimum cross - sectional area , while optimizing its cross - sectional dimension , so as to provide smooth , preferably non - turbulent flow into and out of this region , all in order to maximize flow velocity . to ensure smooth flow , the section of the undersurface of chassis 40 defining the upper bound of entry portion 50 a is radiused , and the corresponding section defining the upper bound of exit portion 50 c describes a portion of an ellipse . in the successfully - tested version depicted , this elliptical contour was drawn using a 2 ″× 4 ″ ellipse as found on a draftsman &# 39 ; s “ 30 - degree ” template ; that is , dimensions d and c are 1 ″ and 2 ″, respectively . as illustrated , then , the extent e of flat portion 50 b is 2 . 25 ″ long , forming a “ tunnel flat ”. with the vehicle balanced on the center pair of wheels , so that the flat portion 50 b is parallel to the wall , the ground clearance g therebetween is 0 . 098 ″. flat portion 50 b makes a smooth transition to exit portion 50 c , which as noted is 2 . 00 ″ long and elliptical in longitudinal cross - section . exit portion 50 c in turn makes a smooth transition to a central venturi section 46 a of fan duct 46 , in which the fan ( s ) are located . in the two - fan embodiment of fig3 and 4 and detailed in fig1 , the longitudinal dimension b of the narrowest portion of this venturi section 46 a is 1 . 00 ″; section 46 a extends across the chassis 50 so as to form a transverse “ mail slot ”. as it extends away from the wall , the mail slot section 46 a then broadens out gradually in the longitudinal direction and is divided along the longitudinal centerline to form two circular - section ducts 46 b in which the fans 38 are located ; their diameter , dimension a , is 1 . 625 ″. the following are the principal specifications of a successfully - tested version of the wall racer , as shown in fig3 and 4 and dimensioned as in fig1 : motor voltage 6 v . nominal ( five 1 . 2 v . 1000 mah nimh cells ) the chassis itself can be molded of a lightweight foam material , having its undersurface shaped to define the venturi duct 50 in cooperation with the surface of the wall w . it is convenient to mount the components , such as bearings for the axles carrying the wheels , drive motors and gear or belt drive components , radio control receiver , batteries , and motor and fan assemblies , in recesses molded into the foam of the chassis . in particular , the fan assemblies may alternatively comprise hard plastic molded ducts within which the fan and drive motor are retained ; the exit portion of the underbody venturi duct is then shaped to mate smoothly therewith : in a successfully - tested prototype , the skirts 44 ( fig3 ) were formed of “ tyvek ” spunbonded nonwoven olefin envelope material sized and located so as to curve outwardly at a nominal 45 degrees when in contact with the wall ; a stiffening strip of plastic glued to the lower edge of the skirts , but spaced slightly therefrom , may be desirable to prevent local buckling . given the above detailed disclosure of the invention , those of skill in the art would have no difficulty in its practice . in particular , it will be appreciated that batteries ( exemplary specifications being provided above ) must be provided to power the fans and the drive wheels , that the drive wheels , three on each side in the embodiment of fig3 and 4 , must be linked to one another and to the respective drive motor by gears , as illustrated in fig5 , 6 , and 7 , or by belts or other means , and that the motors must be individually controllable by signals provided by an operator by way of a radio or infrared transmitter and receiver pair . these aspects of the implementation of the invention are within the skill of the art . it is also within the scope of the invention to drive each of the six wheels individually , that is , to eliminate the gear or belt arrangement in favor of separate motors for each wheel , but this alternative is considered undesirable as it would involve a weight penalty . fig8 and 9 show as mentioned a third version of the wall racer , in this case with a circular chassis 60 to provide a “ flying saucer ” appearance . in this version , two drive wheels 62 and 64 are provided on diametrically opposed points on the chassis 60 , with casters 66 on opposite sides , along a line perpendicular to the axis of the drive wheels 62 and 64 . the casters may be raised slightly from a plane including both drive wheels and the casters , to provide “ teeter ” as above . ( it will be apparent that this version of the wall racer cannot negotiate the transition between floor and wall .) downforce is provided by a centrally - located fan 68 disposed in a venturi duct 70 and driven by a motor 72 . drive wheels 62 and 64 are individually driven by motors 74 and 76 responsive to control signals from a radio - control receiver 78 and powered by battery 80 . in this version , as mentioned above , the exhaust duct 70 is equidistant from all points on the periphery of chassis 60 , so that the inward air flow path is of equal length at all points around the chassis 60 . hence there is no need for skirts , and the air flow is radially inward all around the periphery . again , a radius is provided around the periphery of the lower edge of chassis 60 , as illustrated at 60 b , so that the inlet opening of the underbody venturi duct extends circumferentially around the chassis , and a large - radius or elliptical transition portion 60 c is provided where the underbody duct 82 meets the exhaust duct 70 , to ensure smooth and substantially non - turbulent airflow . the transition portion of the underbody duct 82 formed between the underside 60 a of chassis 60 and the wall is preferably shallow and substantially conical in section , as illustrated , so that the cross - sectional area of the duct 82 stays constant as its radius from the center of exhaust duct 70 varies ; in this way the velocity of the inward - flowing air stream and the differential pressure exerted thereby are both substantially constant , so that the downforce is exerted evenly at substantially all points on the chassis 60 , that is , outside of duct 70 . fig1 and 11 show a further version of the wall racer , again having an elongated chassis 90 suitable for mounting of a model race car body or the like . in this embodiment , a single fan 92 is located centrally on the chassis , is driven by a motor 94 , and is disposed within an exhaust duct 96 communicating with an underbody venturi duct 98 formed between the underside of chassis 90 and the wall w . the underbody duct 98 is designed generally as discussed above with respect to fig1 . in this embodiment , a single drive wheel 100 driven by a motor powered by a battery and responsive to control signals provided by a radio control receiver ( none of the unnumbered components being shown ) is located on the vehicle &# 39 ; s longitudinal centerline , near the center of effort of the downforce , but disposed toward one end of the chassis so as not to interfere with the exhaust duct 96 . two casters 102 and 104 are mounted at the opposite end of the chassis 90 . caster 102 is free to pivot about an axis perpendicular to wall w , while caster 104 is also pivoted about a similarly perpendicular axis , but only between angular limits ( see fig1 a , below ). thus , chassis 90 rests on a tripod comprising drive wheel 100 and casters 102 and 104 . if drive wheel 100 is driven so as to propel the vehicle toward the direction of the end of the chassis on which drive wheel 100 is disposed , that is , rightwardly in fig1 , the casters trail behind , and the vehicle travels in a straight line ; if drive wheel 100 is driven in the opposite direction ( counterclockwise in fig1 ), the caster 104 provided with angular stops rotates about the axis perpendicular to wall w until its pivoting is stopped at one or the other of its angular limits , so the vehicle turns in one direction until the direction of travel is reversed . hence directional control of the wall racer in this embodiment is substantially constrained ; being greatly simplified , this embodiment might be best suited to a low - cost version of the invention . as mentioned , fig1 - 16 show respectively a perspective view , a cross - section , and an enlarged partial cross - section of a caster 102 used in several of the embodiments of the wall racer , while fig1 a shows a partial view corresponding to fig1 , illustrating a optional variation . in these views , the caster 102 is shown inverted , that is , with its face which would be juxtaposed to wall w oriented “ up ” in the drawings . a roller 110 , which contacts wall w , is carried by an axle 112 that is mounted for rotation in a rotating plate 114 ; plate 114 rotates about an axis a perpendicular to but offset from that defined by axle 112 . in the embodiment shown , rotating plate 114 in turn rides on a number of balls 116 , which bear against a closure ring 118 ; closure ring 118 is secured to a frame 120 , which can be mounted to the chassis . thus , roller 110 engages the wall , and rotates about axle 112 as the vehicle is maneuvered ; the assembly of roller 110 , axle 122 and plate 114 can rotate with respect to frame 120 and thus with respect to the vehicle chassis , as the latter is steered . the axle 112 is offset with respect to the axis a about which plate 114 rotates , so that as the vehicle is steered , plate 114 rotates and roller 110 trails the axis a of rotation of plate 114 . if it is desired to restrict the rotation of plate 114 , e . g ., as discussed above with respect to the version of the wall racer shown in fig7 and 8 , so as to provide some turning , albeit not precisely controlled , this can be accomplished as shown , for example , in fig1 a . as illustrated , a pin 122 extends through and is retained in the upper flange of frame 120 and fits within an angular recess 114 a formed in the upper surface of rotating plate 114 , limiting the degree of rotation about axis a that is permitted to plate 114 . as mentioned , in the embodiments of the wall racer in which it is capable of operation on a floor and climbing onto a wall ( that is , the embodiment of fig3 - 7 ), it is desired to provide a switch that actuates the exhaust fan ( s ) only when the wall racer reaches a desired angle , typically between 30 and 60 degrees with respect to the horizontal , so that downforce does not prevent the vehicle from beginning to climb the wall as the wheels engage the wall &# 39 ; s surface . fig1 shows a switch 128 for so doing , and which also de - energizes the fan if the wall racer is placed upside - down , against a ceiling ; this may be preferred for safety reasons , so that the wall racer cannot fall on anyone . fig1 a shows a typical circuit in which switch 128 may be used . switch 128 comprises an electrically conductive metal ball 130 disposed within a hollow nonconductive switch body 132 . body 132 is symmetrical about a vertical axis , and defines a generally frusto - conical lower portion 132 a , in which ball 130 rests when the vehicle is on the floor , as shown in full , a disc - shaped central portion 132 b , into which the ball falls , as indicated in dotted lines , when the vehicle begins to be oriented vertically , as when it begins to climb a wall , and a generally frusto - conical upper portion 132 c , in which ball 130 falls if the wall racer is placed inverted against a ceiling . conductive contacts 134 are disposed on the inner surfaces of lower portion 132 a and upper portion 132 c , so that when ball 130 is disposed in either the upper or the lower portions , it connects the contacts 134 . as shown in fig1 a , contacts 134 ( two of which are connected in common ) are wired in series with a normally - open relay 140 and battery 28 , which controls a circuit including battery 28 and fan motor 39 . thus , with switch 128 closed , that is , with the wall racer essentially horizontal , and ball 130 making the connection between contacts 134 , relay 140 is closed , as shown ; when the wall racer leaves the horizontal sufficiently that ball 130 falls out of lower section 132 a , into upper section 132 b , relay 140 opens , closing the motor circuit and energizing motor 39 , so as to drive fan 38 . in this embodiment , if the wall racer is placed inverted against a ceiling , ball 130 falls into upper portion 132 c , similarly connecting contacts 134 , and preventing operation of fan motor 39 . as mentioned , fig1 - 19 show a further embodiment of the invention . the principal improvements provided by this embodiment with respect to those discussed above are the provision of a radial - flow fan rather than the axial - flow fan ( s ) shown in the previous embodiments , provision of two drive wheels offset longitudinally from one another , principally for reasons of packaging convenience , and elimination of the casters or other wheels in favor of allowing the undersurface of the chassis to touch the wall . thus , as shown in fig1 - 19 , a fan motor 150 drives a radial - flow fan 152 , that is , comprising a circular end plate 152 b and vanes 152 a that are generally perpendicular to the end plate and angled with respect to the axis of rotation . air is drawn in along the axis , that is , flowing upwardly around motor 150 , and is exhausted radially outwardly . the radially outward ends of vanes 152 a are curved so as to be closely juxtaposed to a diffuser or fan duct 160 defining a generally bell - shaped interior surface , for efficiency in use . motor 150 is received in a recess 154 in a transverse member 156 . member 156 extends transversely across chassis 158 , filling the central portion of a transverse “ mail slot ” 158 d in chassis 158 . generally as discussed above in connection with fig1 , and as shown by fig1 , chassis 158 is radiused at 158 a to define entry portions of the underbody venturi duct , is flat at 158 b to provide the transition portions thereof , and defines a smooth duct at 158 c to define the exit portions thereof . skirts 159 are again provided to prevent air entry along the long sides of the chassis 158 . on either side of the motor - receiving recess 154 , member 156 is shaped as indicated by dashed lines 156 a , in order to provide a fair flow path for air drawn in at the ends of chassis 158 . the exit portions of the venturi duct as formed by chassis 158 at 158 c mate with diffuser duct 160 , the inside surface of which is generally bell - shaped so as to be closely juxtaposed to vanes 152 a of fan 152 , as noted above . as also shown , assembly is simplified by formation of transversely - extending ears 160 a on diffuser duct 160 . ears 160 a mate with posts 156 b formed on transverse member 156 , as shown in fig1 ; fasteners passing therethrough also secure gearboxes 162 , which are discussed further below . propulsion for the vehicle is provided by two motors 164 , which drive two drive wheels 166 through reduction gearboxes 162 , as mentioned above . as previously , motors 164 are controlled responsive to radio , or preferably , infrared signals transmitted by a remote transmitter ( not shown ) and received by a receiver 168 . power for motors 164 as well as for fan motor 150 is provided by a battery 170 . electrical connection between these components , provision for battery charging , on - off switching , mechanical details such as the construction of gearboxes 162 , selection and operation of receiver 168 , and the control of motors 164 responsive to the received signals are within the skill of the art and need not be detailed here . as illustrated , drive wheels 166 are offset longitudinally with respect to one another , and no casters are provided . the axes of drive wheels 166 are located with respect to the bottom surface of chassis 158 such that the flat central portion 158 b of the chassis is spaced on the order of 0 . 020 ″ from the wall surface w . consequently , the chassis 158 “ teeters ”, that is , pivots very slightly about a diagonal axis extending between the points at which drive wheels 166 contact the wall surface w , such that in use the teeter or pivoting is limited by undersurface of the chassis 158 contacting the wall surface w at one or the other diagonal corner . the undersurface of chassis 158 is made smooth to reduce friction between it and the wall surface w as the vehicle is propelled . slight “ bumps ” might also be formed at the diagonal corners of the chassis , to localize the contact between the chassis and wall surface w . it is found that the friction experienced in use of the toy of the invention with walls and other surfaces of typical smoothness — e . g ., conventionally painted interior walls — is sufficiently small as to present no difficulty , and likewise that the slight asymmetry in the airflow path under the chassis presents no difficulty . thus , in use , the fan 152 is energized and the vehicle is placed against a surface w . air drawn by fan 152 passes inwardly from the ends of the chassis 158 , up through the venturi tunnel collectively formed by the mail slot 158 d in the chassis 158 , transverse member 158 , and diffuser duct 160 , and exits fan 152 in the radially - outward direction . downforce is thereby created , pulling the vehicle toward the wall surface w . motors 164 can then be differentially activated to propel the vehicle in any desired direction . while several preferred embodiments of the invention have been disclosed herein in detail , the invention is not to be limited by the disclosed embodiments , which are exemplary only .
a motorized toy vehicle or wall racer that is capable of operating on vertical and inverted horizontal surfaces such as walls and ceilings , while being manufacturable at reasonable cost and operable on batteries having sufficient lifetime as to be enjoyable . one or more battery - powered fans draw air from around all or defined portions of the periphery of the chassis of the wall racer through a carefully - shaped duct , so that the air in the portion of the duct immediately adjacent the surface flows at high velocity and low pressure ; the relatively greater pressure of the surrounding air urges the vehicle against the surface , allowing it to operate on vertical surfaces , such as walls , or inverted on horizontal surfaces , such as ceilings .