scarbs wrote: The horns were deleted as part oft e new rear wing package. The new rear wing profile, uses a Ferrari-like double dip profile. As the horns were used to improve the rear wing performance when the car is yawing (i.e. sliding – at an angle to the direction of travel), then we could presume the new rear wing performs better in yaw than the old wing and hence doesn’t need the horns.
Scarbs
kilcoo316 wrote:Yeap - the lateral inclination on the lower plane will result in an increased effective angle of attack on the local wing section when in yaw. In other parts of the wing it will result in a reduced AoA, but I guess those areas are not as important.
Bit like a swept wing, only not quite.
I think someone here
suggested that the horns might also have had something to do with airbox performance and/or managing the unsteady fluid dynamic effects around the intake towards the aft of the vehicle ... Took it as an interesting avenue of thought at the time but don't think it was explored much further then. Mustn't be the easiest of tasks as the system extends from the dynamics of the inlet trumpets all the way to the changes in flow towards the rear wing, know that it's been modelled somehow. Potentially slightly more rear DF to be gained in deceleration, though I'd guess managing unexpected disruptions at inopportune moments is more important (not to mention the internal dynamics of the airbox itself), if the effect is in fact big enough to be worthy of consideration.
I was a bit surprised that you think different flow directions affecting the wing in terms of yaw, as the amount of slide can't be very great, can it, in taking the vehicle forward at its most effective? What kinds of amounts of yaw are you talking about (~degrees in relation to direction)? And of course, not every tyre is in the same state of slide/friction through the corners so to what extent the yaw behaviour of the entire aerodynamical body can be predicted anyway? With enough accuracy that it's meaningful within the "desired" yaw? Seeing the regulation induced spoon shapes in front wings (and shapes that seem to bear some relation to those in the rear) I've certainly tried to imagine forms that could produce "more" DF in curves than on straights by the way of different AoAs in relation to the changes in the lateral direction of the flow.
The trouble of course is that any potential aerodynamical effect is a reaction that follows from the steering at which point the friction state might've well already changed and any DF "gain" would be to no avail. Are there more advantages that follow from flow states that continue through the turn rather than from the moment of change itself while it occurs? It's interesting to imagine where the limits might be, in terms of physics as well as in terms of designers' current capabilities. Intuitive guesswork this, at best, but there you go.
