aleks_ader wrote:mkable1370 wrote:atlantis wrote:(I don't think it's the case but) Let's assume the pylon goes through the exhaust: it occupy space inside the tube so less hot exhaust gases pass through it.
Does it help/affect engine performance?
I wonder, if the center support actually does go through the exhaust pipe, if the heating of the center support by exhaust gasses causes the support to expand causing the center section of the rear wing to move upwards slightly relative to the outer edges, which I believe are fixed in position via attachment of the end plates to the floor?
Possible?
This would very clearly disturb the "spirit of rules" and its attention of "non movable aerodynamics".
Coincidence? Were TR aero stuff inspired by that? If you could made the rear wing much more predictable in stall conditions, this could be additional "thing" to play with.
Linear expansion of
100mm long piece of
6 grade Titanium by
Tdelta 300 is around
0.276mm.
But in any case the figures are probably so small even if we find another type of material. Even if we avoid thermal stress obsticles and choose one of best metals with better thermal expiation ratio the nubers are not convincind. For examle
Magnesium alloys will get deltaL just about
"0.7"mm.
But the "complex" shape od support could give some bigger angles of "bend" stress and much bigger deltaL per degree of freedom on overall wing support (act as some sort bimetal). This bimetal idea could get some expected 5 mm of movement.
http://4.bp.blogspot.com/-ApUat5_r_Hs/T ... imetal.gif
Somebody could even calc of "carbon-metalic-composite bimetal" (i had not enought time right now):
http://upload.wikimedia.org/math/1/e/7/ ... fca356.png
Aero guys could elaborate how pitch sensitive are those multichords RW are to make influence on stall or re-stall (i mean reattact) conditions.
More you think about that more troubles you get. I my opinion is not worth it as pretty it sounds.
Anyway 1st we need the prof of internal wane and its shape and how interacts with gas flow and its "outer ring" (insulation presumably as many mentioned already).
Seems to me that this would be tricky
If we think about the advantages of such effect, that would be, mainly, variation on the aero load. So, what would be the advantage of have that dependent of the temperature of the support?
It will vary in correlation with exhaust temperature, right?
So...
- how much?
- When? In the straights? curving?
- How fast it will change? Can the driver predict it? Will it loose temperature fast enough on the end of a straight in order to help the braking?
Seems to unpredictable to be deployed on a car in such fast manner. Devices with that kind of effect seem to need a bit more testing until they are really functional and, this one was just there from one race to the other.
Seems to me that the main goal was to have a leaner path outside of the exhaust, on the end of the engine cover. Probably increasing the efficiency of the monkey seat.
anyway, just my 2 cents 'bout it
rgrds