Thank you! Slots on the sides of the floor will probably be next on the list. Winglets on top of the diffuser need the diffuser to be well optimized (unless you mean those improved Gurney Flaps. In that case, those will be next on the list too).
Thanks!jjn9128 wrote: ↑Wed Mar 28, 2018 1:02 pmVery cool. Nice to see some interesting projects happening in the forums with this and the Ferrari wing mirror study. Could you post your aero numbers in a table?
Case | FR (mm) | RR (mm) | Cz total | Cx total | %Cz front | CzFW | CzRW | CzFloor
I don't know how to make a table on here, maybe you could post a picture from an excel or something. It would give us an idea how much each iteration is affecting the total force of the car.
I'd also maybe show surface pressure as Cp.
Sure, I will. But I find it quite a boring piece of bodywork, aerodynamically. And difficult to model too. But I know people would be very interested about its effect on car's performance.
Have you got pressure/freeflow outlets in place of the blocked cooling and engine air inlets? Could explain your issues on top of the airbox and sidepods.variante wrote: ↑Fri Mar 30, 2018 5:46 pmJust a pic -with velocity and flowviz on the bodywork- waiting for a couple of simulations to complete (25mm lower ride height and a new front wing)
As you can see, there is a lot of flow detachment all over the body (luckily not on wings and diffuser!)
No, I don't. And yes, I think that's the main cause. Especially over the airbox, where there would be a lot of suction from the engine. While the sidepods intakes would cause quite a blockage anyway.
The top of the helmet is 800mm over the reference plane. It may be a little high, but I made it on purpose to see what the tallest drivers cause on the airflow (I recall Mark Webber sitting worryngly high, for example).
Yep. And I'm planning to make a more realistic model of them.
Oh boy that's a can of worm you've opened there
Yep, or transform that footplate in a sequence of airfoils, with a slat at the front. Anyway, that's gonna be an issue with a lower ride height and rake, but for now is a minor problem.
I wanted to use front wing airfoils for the outboard kick, and a jet of air coming from the gap between the endplate and the airfoils. But I need more, apparently.jjn9128 wrote: ↑Mon Apr 09, 2018 6:25 pmThe endplate camber is also not really extreme enough - you really want to kick the airflow outboard around the front wheels, then you also want a cascade to push the flow up, over, and around the wheel. You can get a vortex to pass over the top of the wheel to delay the separation a bit and reduce the size of the wake.
Not so sure about the energizing effect of those vanes. Aren't they simply supposed to deflect (and decrease pressure under the nose)?
Car setup is neutral by any point of view, for now. Ride height is still 50mm from the ground (step plane at 100mm). Rake 0 degrees. Toe 0 degrees.
I'd say the wing tunnel - where the main elements arch over is to grow and confine the end vortex to blow it onto the front face of the tyre rather than turn the air, the low pressure reduces the high pressure on the front race of the tyre. The endplate and cascade is the turning part of outer section of the wing.
Yes the under chassis vanes rotate the air in the same direction as the Y250, the vortices merge to make a stronger vortex. It can also push the vortex to a better position for controlling tyre wakes - maybe away from the BB (top?) vortex. Where without the vanes the vortex goes where it pleases, you want to control itvariante wrote: ↑Mon Apr 09, 2018 9:54 pmNot so sure about the energizing effect of those vanes. Aren't they simply supposed to deflect (and decrease pressure under the nose)?
Speaking of which, my Y250 goes to the bargeboard, almost merging with the main bargeboard vortex (interesting!). Still, I know that's not where F1 teams are sending it...
You may notice issues with the front wing wake merging with the suspension, it's not such a simple addition - could mean you have to drop FW incidence to mitigate. Blown axle is still legal. I was thinking of the fence which runs to the front of the tyre though, not necessarily the through flow and cooling.
That's quite high. Especially at the front, for the rear maybe that's fine. I'd tend to baseline FR25 RR50, depending on wheelbase it'll be about 1/2deg nose down with the splitter 10-15mm off the ground, but that's dependant on the overall philosophy - high rake vs low.