6.2. Downforce Mechanism on a Diffuser

Total Page:16

File Type:pdf, Size:1020Kb

6.2. Downforce Mechanism on a Diffuser Aerodynamic Study of a Formula 3 diffuser. Pág. 1 Review The diffuser of a racing car is responsible for collecting all the air flowing under the car and drive it to the outside through the rear part of it. It is a characteristic element that, despite it is true that at first glance it maintains certain similarities in all automobile modalities, it becomes a very particular piece according to the nature of each competition. Any slight modification or variation of the design parameters can make what was considered a simple car a race winner and it is for this reason that this report lays out a very instructional strategy that an aerodynamics engineer could perfectly follow when trying to accomplish the goal of ensuring that the air stays stuck to the bottom of the car and never detaches, which is one of the key components to build a successful diffuser. We are used to focus on which are the problems and what the final solutions to this problems are, but it will be worth it to see and navigate through all the steps that we have to take to go over a path that might seem simple at first. The report that follows is based on one hand on theoretical aerodynamic definitions, concepts and principles to introduce the reader in the field and help him get a full understanding of the work. On the other hand it advances to the detail of the iterative methodology and computer programming used to study the aerodynamic behavior of the diffuser. To contextualize, Formula 3 competition has been chosen. There are a lot of racing car competitions where a diffuser is used but F3 will allow us to see the more important characteristics of this part of a vehicle and at the same time will make the study feasible as its design won’t be as complicated as the one we would require for an F1 car for example letting us focus on the basic but most important settings of a diffuser. Pág. 2 Memory Summary REVIEW _____________________________________________________ 1 SUMMARY ___________________________________________________ 2 1. GLOSSARY ______________________________________________ 5 2. PREFACE ________________________________________________ 7 2.1. Motivation ....................................................................................................... 7 3. INTRODUCTION ___________________________________________ 9 3.1. Goals of the project........................................................................................ 9 3.2. Scope of the project ..................................................................................... 10 4. AERODYNAMICS _________________________________________ 11 4.1. History of aerodynamics .............................................................................. 11 4.2. Introduction to aerodynamics ...................................................................... 14 4.3. Aerodynamics most important principles and equations ............................. 15 4.3.1. Continuity equation ..........................................................................................16 4.3.2. Bernoulli’s equation .........................................................................................16 4.3.3. Venturi effect ...................................................................................................18 4.3.4. Coanda Effect ..................................................................................................19 4.4. Boundary layer ............................................................................................. 20 4.4.1. Boundary layer separation ...............................................................................23 4.5. Vortex ........................................................................................................... 25 4.6. Aerodynamic forces ..................................................................................... 26 4.6.1. Downforce........................................................................................................27 4.6.2. Drag force ........................................................................................................29 5. FORMULA 3 INTRODUCTION _______________________________ 32 6. DIFFUSER ______________________________________________ 33 6.1. Performance parameters of a diffuser: ........................................................ 35 6.2. Downforce mechanism on a diffuser ........................................................... 35 7. FLOW SIMULATION PROGRAM _____________________________ 38 7.1. ANSYS – Computational Fluid Dynamics ................................................... 38 7.2. CFX – Software ........................................................................................... 39 7.3. CFX process ................................................................................................ 41 7.3.1. Creating the Geometry/Mesh...........................................................................41 Aerodynamic Study of a Formula 3 diffuser. Pág. 3 7.3.2. Defining the Physics of the Model................................................................... 43 7.3.3. Solving the CFD Problem ............................................................................... 44 7.3.4. Visualizing the Results in the Post-processor ................................................. 45 8. CFX SIMULATION – FLOW ANALYSIS OF THE DIFFUSER _______ 46 8.1. First Analysis ................................................................................................ 46 8.1.1. Geometry ........................................................................................................ 46 8.1.2. CFX Analysis .................................................................................................. 47 8.1.2.1. Geometry ............................................................................................. 47 8.1.2.2. Mesh .................................................................................................... 47 8.1.2.3. Boundary conditions ............................................................................. 48 8.1.2.4. Run ...................................................................................................... 49 8.1.2.5. Results ................................................................................................. 50 8.2. Second Analysis ........................................................................................... 52 8.2.1. Geometry ........................................................................................................ 52 8.2.2. Mesh, boundary conditions and run. ............................................................... 53 8.2.3. Results ............................................................................................................ 53 8.3. Third Analysis ............................................................................................... 55 8.3.1. Geometry ........................................................................................................ 55 8.3.2. Results ............................................................................................................ 55 8.4. Fourth Analysis ............................................................................................. 58 8.4.1. Geometry ........................................................................................................ 58 8.4.2. Results ............................................................................................................ 58 8.5. Fifth Analysis ................................................................................................ 61 8.5.1. Geometry ........................................................................................................ 61 8.5.2. Results ............................................................................................................ 61 8.6. Possible ways to further improve on the design of this diffuser. .................. 62 8.7. The importance of the mesh and Turbulence Model. .................................. 63 8.7.1. Mesh importance ............................................................................................ 63 8.7.2. Turbulence models ......................................................................................... 64 8.8. Comparative analysis and numerical conclusions ....................................... 67 9. ENVIRONMENTAL IMPACT ________________________________ 69 10. BUDGET OF THE PROJECT ________________________________ 71 11. PROJECT PLANNING _____________________________________ 74 CONCLUSIONS ______________________________________________ 75 Pág. 4 Memory ACKNOWLEDGEMENTS _______________________________________ 77 BIBLIOGRAPHY ______________________________________________ 78 Bibliographic References ...................................................................................... 78 Complementary bibliography ................................................................................ 78 Aerodynamic Study of a Formula 3 diffuser. Pág. 5 1. Glossary Viscosity: Viscosity is a measure of a fluid's resistance to flow. It describes the internal friction of a moving fluid. A fluid with large viscosity resists motion because its molecular makeup gives it a lot of internal friction. A fluid with low viscosity flows easily because its molecular makeup results in very little friction when it is in motion. Compressibility: A measure of how easily a gas can be forced into a smaller volume. Turbulent flow: type of fluid flow
Recommended publications
  • On the Road in New Vantage, 2018'S Hottest Sports
    REPRINTED FROM CAR MAGAZINE FEBRUARY 2018 ASTON RISING! On the road in new Vantage, 2018’s hottest sports car PLUS: Reborn DB4 GT driven! Valkyrie’s F1 tech secrets! February 2018 | CARMAGAZINE.CO.UK DB4 GT VALKYRIE THEY’VE YOUR GUIDED A SENSATIONAL NEW VANTAGE FAITHFULLY T O U R O F REPRODUCED A S T O N ’ S THEIR ICONIC HYPERCAR BY RACER – WE THE MEN WHO EPIC ENGINES AND ELECTRONICS FROM AMG DRIVE IT MADE IT VANTAGE A N E X C L U S I V E RIDE IN A COSY RELATIONSHIP WITH RED BULL 2018’S MOST EXCITING A NEW EX-MCLAREN TEST PILOT SPORTS CAR DB11 SALES SUCCESS, A NEW FACTORY AND FULL-YEAR PROFITS IN 2017 A V12 HYPERCAR TO REDEFINE THE CLASS HERITAGE TO DIE FOR… …WHY 2018 IS ALREADY ASTON’S YEAR CARMAGAZINE.CO.UK | February 2018 February 2018 | CARMAGAZINE.CO.UK Aston special New Vantage SPECIAL FTER 12 YEARS' sterling service, the old Vantage has finally been put out to pasture. Its replacement is this vision in eye-melting lime green, and it’s by no means just a styling refresh – the new Vantage is powered by a 4.0-litre twin-turbo V8 from AMG (as deployed in the V8 DB11), uses a new aluminium architecture with Aa shorter wheelbase than a 911’s and boasts a gorgeous interior with infotainment pinched from the latest Mercedes-Benz S-Class. Admittedly the new car shares parts with the DB11 – suspension, for example – but 70 per cent are bespoke. The days of Aston photocopying old blueprints and changing the scale are gone.
    [Show full text]
  • Aerodynamics of High-Performance Wing Sails
    Aerodynamics of High-Performance Wing Sails J. otto Scherer^ Some of tfie primary requirements for tiie design of wing sails are discussed. In particular, ttie requirements for maximizing thrust when sailing to windward and tacking downwind are presented. The results of water channel tests on six sail section shapes are also presented. These test results Include the data for the double-slotted flapped wing sail designed by David Hubbard for A. F. Dl Mauro's lYRU "C" class catamaran Patient Lady II. Introduction The propulsion system is probably the single most neglect­ ed area of yacht design. The conventional triangular "soft" sails, while simple, practical, and traditional, are a long way from being aerodynamically desirable. The aerodynamic driving force of the sails is, of course, just as large and just as important as the hydrodynamic resistance of the hull. Yet, designers will go to great lengths to fair hull lines and tank test hull shapes, while simply drawing a triangle on the plans to define the sails. There is no question in my mind that the application of the wealth of available airfoil technology will yield enormous gains in yacht performance when applied to sail design. Re­ cent years have seen the application of some of this technolo­ gy in the form of wing sails on the lYRU "C" class catamar­ ans. In this paper, I will review some of the aerodynamic re­ quirements of yacht sails which have led to the development of the wing sails. For purposes of discussion, we can divide sail require­ ments into three points of sailing: • Upwind and close reaching.
    [Show full text]
  • Formula 1 Race Car Performance Improvement by Optimization of the Aerodynamic Relationship Between the Front and Rear Wings
    The Pennsylvania State University The Graduate School College of Engineering FORMULA 1 RACE CAR PERFORMANCE IMPROVEMENT BY OPTIMIZATION OF THE AERODYNAMIC RELATIONSHIP BETWEEN THE FRONT AND REAR WINGS A Thesis in Aerospace Engineering by Unmukt Rajeev Bhatnagar © 2014 Unmukt Rajeev Bhatnagar Submitted in Partial Fulfillment of the Requirements for the Degree of Master of Science December 2014 The thesis of Unmukt R. Bhatnagar was reviewed and approved* by the following: Mark D. Maughmer Professor of Aerospace Engineering Thesis Adviser Sven Schmitz Assistant Professor of Aerospace Engineering George A. Lesieutre Professor of Aerospace Engineering Head of the Department of Aerospace Engineering *Signatures are on file in the Graduate School ii Abstract The sport of Formula 1 (F1) has been a proving ground for race fanatics and engineers for more than half a century. With every driver wanting to go faster and beat the previous best time, research and innovation in engineering of the car is really essential. Although higher speeds are the main criterion for determining the Formula 1 car’s aerodynamic setup, post the San Marino Grand Prix of 1994, the engineering research and development has also targeted for driver’s safety. The governing body of Formula 1, i.e. Fédération Internationale de l'Automobile (FIA) has made significant rule changes since this time, primarily targeting car safety and speed. Aerodynamic performance of a F1 car is currently one of the vital aspects of performance gain, as marginal gains are obtained due to engine and mechanical changes to the car. Thus, it has become the key to success in this sport, resulting in teams spending millions of dollars on research and development in this sector each year.
    [Show full text]
  • Naca Research Memorandum
    https://ntrs.nasa.gov/search.jsp?R=19930086840 2020-06-17T13:35:35+00:00Z Copy RMA5lll2 NACA RESEARCH MEMORANDUM A FLIGHT EVALUATION OF THE LONGITUDINAL STABILITY CHARACTERISTICS ASSOCIATED WITH THE PITCH-TIP OF A SWEPT-WING AIRPLANE IN MANEUVERING FLIGHT AT TRANSONIC SPEEDS 4'YJ A By Seth B. Anderson and Richard S. Bray Ames Aeronautical Laboratory Moffett Field, Calif. ENGINEERING DPT, CHANCE-VOUGHT AIRuRAf' DALLAS, TEXAS This material contains information hi etenoe toe jeoted States w:thin toe of the espionage laws, Title 18, 15 and ?j4, the transnJssionc e reveLation tnotct: in manner to unauthorized person Is et 05 Lan. NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS WASHINGTON November 27, 1951 NACA RM A51112 INN-1.W, NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS A FLIGHT EVALUATION OF THE LONGITUDINAL STABILITY CHARACTERISTICS ASSOCIATED WITH THE PITCH-UP OF A SWEPT-WING AIPLAI'1E IN MANEUVERING FLIGHT AT TRANSONIC SPEEDS By Seth B. Anderson and Richard S. Bray SUMMARY Flight measurements of the longitudinal stability and control characteristics were made on a swept-wing jet aircraft to determine the origin of the pitch-up encountered in maneuvering flight at transonic speeds. The results showed that the pitch-up. encountered in a wind-up turn at constant Mach number was caused principally by an unstable break in the wing pitching moment with increasing lift. This unstable break in pitching moment, which was associated with flow separation near the wing tips, was not present beyond approximately 0.93 Mach number over the lift range covered in these tests. The pitch-up encountered in a high Mach number dive-recovery maneuver was due chiefly to a reduction in the wing- fuselage stability with decreasing Mach number.
    [Show full text]
  • Upwind Sail Aerodynamics : a RANS Numerical Investigation Validated with Wind Tunnel Pressure Measurements I.M Viola, Patrick Bot, M
    Upwind sail aerodynamics : A RANS numerical investigation validated with wind tunnel pressure measurements I.M Viola, Patrick Bot, M. Riotte To cite this version: I.M Viola, Patrick Bot, M. Riotte. Upwind sail aerodynamics : A RANS numerical investigation validated with wind tunnel pressure measurements. International Journal of Heat and Fluid Flow, Elsevier, 2012, 39, pp.90-101. 10.1016/j.ijheatfluidflow.2012.10.004. hal-01071323 HAL Id: hal-01071323 https://hal.archives-ouvertes.fr/hal-01071323 Submitted on 8 Oct 2014 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. I.M. Viola, P. Bot, M. Riotte Upwind Sail Aerodynamics: a RANS numerical investigation validated with wind tunnel pressure measurements International Journal of Heat and Fluid Flow 39 (2013) 90–101 http://dx.doi.org/10.1016/j.ijheatfluidflow.2012.10.004 Keywords: sail aerodynamics, CFD, RANS, yacht, laminar separation bubble, viscous drag. Abstract The aerodynamics of a sailing yacht with different sail trims are presented, derived from simulations performed using Computational Fluid Dynamics. A Reynolds-averaged Navier- Stokes approach was used to model sixteen sail trims first tested in a wind tunnel, where the pressure distributions on the sails were measured.
    [Show full text]
  • Technical Memorandum X-26
    .. .. 1 NASA TM X-26 TECHNICAL MEMORANDUM X-26 DESIGN GUIDE FOR PITCH-UP EVALUATION AND INVESTIGATION AT HIGH SUBSONIC SPEEDS OF POSSIBLE LlMITATIONS DUE TO WING-ASPECT-RATIO VARIATIONS By Kenneth P. Spreemann Langley Research Center Langley Field, Va. Declassified July 11, 1961 NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON August 1959 NATIONAL AERONAUTICS AND SPACE ADMINISTRATION . TEKX"NCAL MEMORANDUM x-26 DESIGN GUIDE FOR PITCH-UP EVALUATION AND INVESTIGATION AT HIGH SUBSONIC SPEEDS OF POSSIBLE LIMITATIONS DUE TO WING-ASPECT-RATIO VARIATIONS J By Kenneth P. Spreemann SUMMARY A design guide is suggested as a basis for indicating combinations of airplane design variables for which the possibilities of pitch-up are minimized for tail-behind-wing and tailless airplane configurations. The guide specifies wing plan forms that would be expected to show increased tail-off stability with increasing lift and plan forms that show decreased tail-off stability with increasing lift. Boundaries indicating tail-behind-wing positions that should be considered along with given tail-off characteristics also are suggested. An investigation of one possible limitation of the guide with respect to the effects of wing-aspect-ratio variations on the contribu- tion to stability of a high tail has been made in the Langley high-speed 7- by 10-foot tunnel through a Mach number range from 0.60 to 0.92. The measured pitching-moment characteristics were found to be consistent with those of the design guide through the lift range for aspect ratios from 3.0 to 2.0. However, a configuration with an aspect ratio of 1.55 failed to provide the predicted pitch-up warning characterized by sharply increasing stability at the high lifts following the initial stall before pitching up.
    [Show full text]
  • Scramjet Nozzle Design and Analysis As Applied to a Highly Integrated Hypersonic Research Airplane
    NASA TECHN'ICAL NOTE NASA D-8334 d- . ,d d K a+ 4 c/) 4 z SCRAMJET NOZZLE DESIGN AND ANALYSIS AS APPLIED TO A HIGHLY INTEGRATED HYPERSONIC RESEARCH AIRPLANE Wi'llidm J. Smull, John P. Wehher, and P. J. Johnston i Ldngley Reseurch Center Humpton, Va. 23665 / NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON, D. c. .'NOVEMBER 1976 TECH LIBRARY KAFB, NM I Illill 111 lllll11Il1 lllll lllll lllll IIll ~~ ~~- - 1. Report No. 2. Government Accession No. -. ___r_- --.-= .--. NASA TN D-8334 I ~~ 4. Title and ,Subtitle 5. Report Date November 1976 7. Author(sl 8. Performing Organization Report No. William J. Small, John P. Weidner, L-11003 and P. J. Johnston . ~ ~-.. ~ 10. Work Unit No. 9. Performing Organization Nwne and Address 505-11-31-02 NASA Langley Research Center 11. Contract or Grant No. Hampton, VA 23665 13. Type of Report and Period Covered ,. 12. Sponsoring Agency Name and Address Technical Note National Aeronautics and Space Administration 14. Sponsoring Agency Code Washington, DC 20546 -. I 15. Supplementary Notes -~ 16. Abstract The great potential expected from future air-breathing hypersonic aircraft systems is predicated on the assumption that the propulsion system can be effi- ciently integrated with the airframe. A study of engine-nozzle airframe inte- gration at hypersonic speeds has been conducted by using a high-speed research- aircraft concept as a focus. Recently developed techniques for analysis of scramjet-nozzle exhaust flows provide a realistic analysis of complex forces resulting from the engine-nozzle airframe coupling. Results from these studies show that by properly integrating the engine-nozzle propulsive system with the airframe, efficient, controlled and stable flight results over a wide speed range.
    [Show full text]
  • Modelling Flow Around a NACA 0012 Foil a Report for 3Rd Year, 2Nd Semester Project
    Modelling Flow around a NACA 0012 foil A report for 3rd Year, 2nd Semester Project Eamonn Colley [email protected] Supervisor: Tim Gourlay Co‐Supervisor: Andrew King October 2011 Curtin University Perth, Western Australia 1 Abstract The third year project consisted of using open source software (OpenFoam) to model 2D foils – in particular the NACA 0012. It was found that although the flow seemed to simulate what should be happening around the foil, the results did not agree with test programs and approximate theoretical values. Using X‐Foil, a small program that uses a panel method to find the lift, drag and pressure distribution by a boundary layer evaluation algorithm we could compare the results obtained from OpenFOAM. It was determined that the discrepancies in the lift coefficient, drag coefficient and pressure coefficient could be due the mesh not accurate enough around the leading and trailing edge or that unrealistic values were used. This can be improved by refining the mesh around these areas or changing the values to be close matching to a full size helicopter. Experimental work was also completed on a 65‐009 NACA foil. Although the data collected from this experiment could not be used to compare any results made in OpenFOAM, the techniques learnt could be applied to future experiments to improve the quality of data taken. 2 Contents Modelling Flow around a NACA 0012 foil...............................................................................................1 Abstract...................................................................................................................................................2
    [Show full text]
  • Compressible Flows for Fluidic Control in Microdevices
    COMPRESSIBLE FLOWS FOR FLUIDIC CONTROL IN MICRODEVICES by Dustin S. Chang A dissertation submitted in partial fulfillment of the requirements for the degree of Doctor of Philosophy (Chemical Engineering) in The University of Michigan 2010 Doctoral Committee: Professor Mark A. Burns, Chair Professor Robert M. Ziff Associate Professor Luis P. Bernal Associate Professor Michael Mayer © Dustin S. Chang 2010 To my mom and dad, Sweson and Chaohui, and my grandparents, Po-High and Peyuk … Thank you for all your sacrifices. ii ACKNOWLEDGEMENTS To the casual observer, a doctoral thesis may appear to be the product of a single dedicated—albeit misguided—individual after multiple years of toil. Anyone that has survived the experience will most assuredly tell you that he could not have done it without the many people who supported him along the way. Beginning long before graduate school, my family has been a constant source of encouragement, well-meaning criticism, and material support. I am hugely grateful for my aunts and uncles who never failed to go the extra mile in taking care of me, teaching me, and challenging me to improve. Aunt Hsueh-Rong, Aunt Nancy, Aunt Chao-Lin, Uncle Jeff, Aunt Tina, and Uncle Ming ... Thank you for your love. The only people potentially deserving greater appreciation than these are my mother and father and my grandparents. I have no doubt that none of my meager accomplishments would have been possible without your prayers and unconditional support, both moral and financial. I also have no doubt that all of the aforementioned people are infinitely more enamored with the idea of a Ph.D.
    [Show full text]
  • Pressure and Piezometry (Pressure Measurement)
    PRESSURE AND PIEZOMETRY (PRESSURE MEASUREMENT) What is pressure? .......................................................................................................................................... 1 Pressure unit: the pascal ............................................................................................................................ 3 Pressure measurement: piezometry ........................................................................................................... 4 Vacuum ......................................................................................................................................................... 5 Vacuum generation ................................................................................................................................... 6 Hydrostatic pressure ...................................................................................................................................... 8 Atmospheric pressure in meteorology ...................................................................................................... 8 Liquid level measurement ......................................................................................................................... 9 Archimedes' principle. Buoyancy ............................................................................................................. 9 Weighting objects in air and water ..................................................................................................... 10 Siphons ...................................................................................................................................................
    [Show full text]
  • Aerodynamic Analysis of the Undertray of Formula 1
    Treball de Fi de Grau Grau en Enginyeria en Tecnologies Industrials Aerodynamic analysis of the undertray of Formula 1 MEMORY Autor: Alberto Gómez Blázquez Director: Enric Trillas Gay Convocatòria: Juny 2016 Escola Tècnica Superior d’Enginyeria Industrial de Barcelona Aerodynamic analysis of the undertray of Formula 1 INDEX SUMMARY ................................................................................................................................... 2 GLOSSARY .................................................................................................................................... 3 1. INTRODUCTION .................................................................................................................... 4 1.1 PROJECT ORIGIN ................................................................................................................................ 4 1.2 PROJECT OBJECTIVES .......................................................................................................................... 4 1.3 SCOPE OF THE PROJECT ....................................................................................................................... 5 2. PREVIOUS HISTORY .............................................................................................................. 6 2.1 SINGLE-SEATER COMPONENTS OF FORMULA 1 ........................................................................................ 6 2.1.1 Front wing [3] .......................................................................................................................
    [Show full text]
  • Fluid Mechanics Policy Planning and Learning
    Science and Reactor Fundamentals – Fluid Mechanics Policy Planning and Learning Fluid Mechanics Science and Reactor Fundamentals – Fluid Mechanics Policy Planning and Learning TABLE OF CONTENTS 1 OBJECTIVES ................................................................................... 1 1.1 BASIC DEFINITIONS .................................................................... 1 1.2 PRESSURE ................................................................................... 1 1.3 FLOW.......................................................................................... 1 1.4 ENERGY IN A FLOWING FLUID .................................................... 1 1.5 OTHER PHENOMENA................................................................... 2 1.6 TWO PHASE FLOW...................................................................... 2 1.7 FLOW INDUCED VIBRATION........................................................ 2 2 BASIC DEFINITIONS..................................................................... 3 2.1 INTRODUCTION ........................................................................... 3 2.2 PRESSURE ................................................................................... 3 2.3 DENSITY ..................................................................................... 4 2.4 VISCOSITY .................................................................................. 4 3 PRESSURE........................................................................................ 6 3.1 PRESSURE SCALES .....................................................................
    [Show full text]