Front Wing Section Project

In this study we will be looking at the design of a front wing, which component’s role is to divert the air flow around a wheel (created in a previous project) at 100 MPH. As well as this we will also be looking at the performance aspects created by the wing, downforce, drag efficiency and overall effectiveness.

When designing a front wing for a motorsport application we need to understand the rules and regulations which in being applied, these apply limitations to the design of the component. However, these rules and regulations are implemented to create balance within the sport. But, teams look closely at the rules and regulations, doing so the teams will find areas within the rules and regulations that can be exploited for performance, thus give the team added performance out of their vehicle saving them time on track.

In this application the “rules and regulations” being applied are:

• There must be a “ground clearance of 40mm”

• The dimensions of the wing must not exceed “65% of your wheels dimensions in each x, y and z axis”.

At this point, the first point of the process will be creating an area to work within, this being 65% of the wheel’s dimensions in each axis. These dimensions being 397.15mm in the y and z axis and 115.57mm in the x axis. This allows us to create a box which the design can be created within.

Figure 1

Aerofoil design

The first area we are going to look at in this study is one of the aerofoil designs. The purpose of an aerofoil is to increase the aerodynamic performance of the vehicle, thus creating downforce. Figure 1 shows the CAD design of the aerofoil used in front wing design. Optimising this design will allow for a performance advantage, this optimisation will allow for greater performance to be gained from the aerofoil. However, when designing the aerofoil we need to understand main purpose of the front wing, which is to divert air flow around a wheel while also creating performance advantages.

Aerofoil testing

Figure 2

Testing the aerofoil allows us to us the data to optimize the design, thus improving the performance output of the aerofoil. By testing the aerofoil on its own we can easily visualize what the aerofoil is doing to the airflow.

Figure 3

The aerofoil (in figure 2 and 3) has been test at 45m/s, from these tests we can see that the aerofoil is efficiently diverting the air flow around it while creating high and low pressure areas. Figure 2 shows the characteristics of the velocity around the aerofoil, we can see from this that the velocity is increased on the underside of the aerofoil and decreased on the topside of the aerofoil. This is a result of the change of pressure around the aerofoil (shown in figure 3), this change of pressure reduces or increases the viscous friction.

Figure 4

Front wing design

The next area that we are going to look at is the design of the front wing. The purpose of the front wing is to gernerate downforce, regualte airflow (in this case around the wheel), reduce drag and optiminse the aerodynamic effeciency of the vehicle.

First we need to look back at the “rules and regulations” of the task, which is that the dimensions of the wing must not exceed “65% of your wheels dimensions in each x, y and z axis”. Using the dimensions collected we can create a area to work within, thus making sure that the design does not exceed the set dimensions. Due to this the design of the front wing is only a section of the overall wing and does not include how the wing is going to be mounted to the vehicle.

The next aera to look at in the design is the use of multiple aerodynamic elements in the design. The choice to use multiple elements was chosen as it allows for a greater influence on the fundimental parameters of the front wing. As seen in Figure 4 this design uses a 3 element wing elements.

In the design seen in Figure 4 a Gurney flap is used on the final wing element. A Gurney flap is a small lip placed on the trailing eadge of the aerofoil, which enhanses the generation of lift (or downforce). The Gurney flap works by creating a twin vortex behind the flap and a traped vortex in front of the flap, doing so deflects the airflow upwards. A gurney flap in this design allows up to divert more of the air flow over the wheel, thus reducing the tubrlant air from the wheel.

Another design festure seen in Figure 4 is the use of an endplate on the wing. The pupose of the endplate is the reduce the magnitudes of the velocities under the lower surface of the wing, doing so improves the aerodynamic performace of the wing.

Front wing test

In this section we are going to be looking at tests which have been carried out on the front wing (using STAR-CCM+) seen in the flowing Figures. Testing the front wing allow us to gain data which can be used to further develop the component, thus allowing for greater aerodynamic performance. In this section we will look at the data relating to the performance aspects created by the wing, downforce, drag efficiency and overall effectiveness, as well as how the front wing diverts airflow. The front wing is a vital aerodynamic component on a single seater vehicle/open wheel race vehicle, this is due to the downforce created by the front wing, as well as the interaction the front wing has with the air flow. Doing so the front wing diverts the airflow around the front wheels, suspension components, which reduce drag and turbulent air, as well as directing the air flow to other aerodynamic components further down the vehicle.

Figure 5

The first pice of data that we are going to look at is Figure 5, this visualy show the pressure on the component with a airflow of 45m/s. Figure 5 shows high pressure areas on the front wing to be on the top sides of the aerofoils, with an increased area of high pressure at the Gurney flap. The low pressure areas of the design are on the under side of the aerofoils, thus creating less friction and increasing velocity.

Figure 6

The next pice a of data that we are going to be look at is Figure 6. Figure 6 is a part seed test showing the velocity of streamlines, here we can see that the velocity is increased under the aerofoils, due to reduced friction (low pressure) seen in Figure 5. Figure 6 also allows us to visulies the path of the air as it flows over the front wing, here we can see that the aerofoils are delecting the airflow upwards, which in this case will help divert the airflow over the wheel.

Figure 7

Figure 7 simmerly shows the velocity using streamlines, however, this time using a point seed. In this we can visualy see the effect of the endplate on the wing. The endplate is controling the airflow guiding it into the aerofoil. When looking at the other side of the wing we can see the effect of no end plate on the wing (due the this only being a section on the wing). We can see that vortices are being created, thus creating turbulan air, this will reduce the aerodynamic performance on the rest of the vehicle, where as the stable air flow guided by the end plate and be used aerodynamically on another part of the vehicle.

Figure 8

Figure 8 shows the pressure using steamline here we can visualy see the low pressure zones on the front wing comparing Figure 8 to Figure 6 we can see in the low pessure zones the velocity is increased.

Using STAR-CCM+ some tests have been run on the front wing, doing so we can find the values of key data point. Using a force coefficient test we can find the downforce created by the front wing, in case it is giving a value of 2.315043454742967. As well as downforce we can find the drag the is created by the front wing, which is in the case 1.3805072140179548. Finding this data is key, as it allows the engineers to fine tune the aerodynamics of the vehicle, which effects the handling and stability of the vehicle, doing so will allow the team to perfect the performance of the vehicle. using this data we further look at improving the downforce and lowering the drag created by front wing.

Front wing and wheel final test

In this section we are going to look at the final test for the front wing and wheel in STAR-CCM+, this will allow us to visualize the airflow around the front wing and wheel. This deflection of airflow is vital to the vehicle’s aerodynamic performance, this is due to the drag which is created by the wheel and suspension components. The following Figures will show a range of tests completed in STAR-CCM+

Figure 9

The Figures above show the part of the airflow over the wing and the wheel. Figure 9 is a point seed data point showing the velocity of the streamlines, here we can see the high and low points in the streamlines.

Figure 10

Figure 10 is a part seed data point showing the velocity. Looking at this we can visualise the path of the airflow, which is being deflected by the front wing. Here we can see that the triple element front wing is deflecting the air up onto the surface of the tyre effectively.

Figure 11

Figure 11 is a line seed data point showing the pressure, here we can visually see the areas where high and low pressure changes. Looking further at this we can see a build up of high pressure between the wheel and the front wing, thus causing air resistance and drag.

Conclusion

In conclusion, this study has thoroughly examined the design and performance of a front wing in a motorsport application, focusing on its main role in diverting airflow around a wheel at high speeds (100mph). The process began with defining the design constraints with the given “rules and regulations”, ensuring compliance while optimizing performance of the design. Through careful consideration of aerofoil shapes and the incorporation of multiple aerodynamic elements like Gurney flaps and endplates, the design aimed to enhance downforce, minimize drag, and improve overall aerodynamic efficiency while keeping its main purpose in mind (that being to diverting airflow).

Testing the aerofoil and front wing designs provided critical insights into how these components interact with airflow, revealing key areas of high and low pressure, and the velocity and drag on the design. The use of STAR-CCM+ allowed for a detailed analysis of airflow behaviour, validating the effectiveness of the design in managing airflow around the wheel and minimizing turbulence.

Ultimately, this study highlights the importance of meticulous design and testing in developing a front wing that not only adheres to rules and regulations but also maximizes aerodynamic performance.

Looking at the design for further improvements there are a few areas that could be improved, these being:

• A reduction in the high pressure zone behind the front wing

• More control over the airflow, so that the air flows over the wheel not onto it

• Look for more downforce data and create adjustability to the aerofoils to optimise aerodynamic performance

However, the data collected offers the opportunity further refinement, enabling engineers to fine tune the front wing for optimal handling and stability, thereby enhancing the overall competitiveness of the vehicle on the track.

Please Get In Touch At tbetetafreeman@gmail.com

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