wesley123 wrote:imo the horizontal louvres are to deal with a pressure difference. On the inside of the end plate there is a good open area, while on the outside the airflow is spoiled by huge amounts of winglets generating downforce.
I think the slots are there to bleed airflow from the inside to the outside to tidy up the airflow and improve airflow out between the end plates/diffuser.
Yes like teams do with vertikal strakes aldready.
Ferrari seem think to try more "inconventional" solution. It is very common solution for RW endplate design. So they probably try reduce veortex from difuzor, with another bleede air vortex from this louvers.
Question is:
1) How effective is that solution with conjuction with ALL car. How cokebottle, blowing monkey seat, brake winglets, schroudet shaft cover, rear tire wake slots, fron wing vortez, Y250 vortekx, bargeboard, splitter effect on difuzor performance.
2) Could we make save bet that the brake winglets with conjunction of underside diffuser expansion (up-wash + rear out-wash ) provide much needed low pressure area on left side of left endplate?
3)Could central non energized cooling turbulent air from exit into middle part of diffuser aka coke-bottle provide enough pressure difference on right side of left endplate to counteract adding drag to provide better overall effective span of diffuser.
4) I dont remember many team to try effect so dramatically in those area this way. So why team refuse to do that and try that sort out differently (diferent cutout infront tire, diffuzor side cut out lips, winglets)? Could be reason in unpredicctabillty and unsteady flow condition under yaw. pitch?
So concept really seem like those from rear winglets.
Atention! Those two are not my drawings. It belongs to "duckants_bucket's Bucket" on photobucket website
i recommend to read those
thread and expecially this commentary belov.
Just_a_fan wrote:Wings work because they have high pressure on one side and low pressure on the other (in simple terms). Naturally, the high pressure air wants to move in to the low pressure area (this is obvious in everyday life). To do this, it rolls around the end of the wing. This is fine. However, the wing is moving forward so the air rolling round the end forms a spiral - the vortex we see sometimes. On aircraft, the vortext is reduced by the little upturned ends we see on modern airliners.
Why is this important? Because the vortex has the effect of reducing the effective span of the wing. And if you reduce the span you reduce the lift (because lift is a function of the pressure difference per square metre of wing surface).
Wing endplates are very good at reducing this issue which is why F1 wings can generate so much downforce. However, because the rules limit the position of the rear wing and the teams want it as high as possible (for clean airflow), the wing is close to the top of the endplates. The 'bubble' of high pressure above the wing builds up and spills over the top of the endplate. This means the vortex can be generated afterall. By putting slots in the endplate the teams allow some of the high pressure air to bleed in to the low pressure air outside the endplate (lower pressure because it is moving quicker than the air above the wing).
What vortex is created is going to be rolling anti-clockwise (looking at the left side endplate looking from the front). The area behind the wing on the inside of the endplate is at lower pressure. By putting a cut out in this area the teams allow some of the low pressure area to try to set up a clockwise vortex. This counters the anti-clockwise flow and so reduces the overall vortex created.
The vortex has another effect - it creates drag because it contains a lot of energy; energy that has come from the car. Reduce the vortex and you reduce the drag and increase the downforce.
In summary, the slots and cut out improve the overall L/D of the car.
That pretty summsup my the whole point of this train of thoughts:
"And if you no longer go for a gap that exists, you're no longer a racing driver..." Ayrton Senna