An Aerodynamics Analysis of Rear Wing of Formula 1 car using Eppler E423 as Wing Profile

Transcription

1 An Aerodnamics Analsis of Rear Wing of Formla 1 car sing Eppler E43 as Wing Profile Pish chavda 1, Prof. Darshan Ajdia, Department of Mechanical Engineering 1,, Marwadi Edcation Fondation, FOPG, Rajkot, Gjarat, India 1, M.E stdent- pishchavda119@gmail.com 1, Assistant Professor- Darshan.ajdia@marwadiedcation.ed.in Abstract- In racing sport vehicles and Atomobiles vehicles, the aerodnamics plas an important role in efficienc of the vehicle and engine performance. To maimie the performance of the vehicle, the aerodnamics forces acting on the atomobile vehicle and how to tilie those forces for increasing the performances and stabilit. The wing or spoiler generall monted on top of car s rear end and also positioned nder the front bmper. The low pressre one at back end creates drag force on vehicle, which is overcome b sing rear Spoiler. The different designs of rear spoiler sed are based on the different tpe of the atomobile vehicles and aerofoil sed. In this std, we have chosen formla-1 car spoiler with Eppler E43 aerofoil profile for or analsis prpose. To perform analsis we have sed commercial software CREO and AUTOCAD for solid modeling of F1 car wing bod. After that for analsis we se CFD tools ANSYS FLUENT. B this analsis we can find ot lift and drag forces, distribtions of pressre and velocit. It is fond that E43 is sitable for higher speed and prodcing more negative lift as well as more drag. So possibl we can improve aerodnamics characteristics of Formla -1 or atomobile vehicles. Inde Terms- CFD analsis, Co-efficient of drag and lift, Formla 1 rear wing, Eppler E43 Aerofoil, Trblence Analsis 1. INTRODUCTION Formla one s racing event crrentl known as the FIA Formla One World Championship. De to increasing natre of competition, changes in reglations, the ever increasing need to ct costs b redced track testing and, mabe in the ftre, a freee on design changes collectivel contribte to the need of dependence on compter simlations for varios aspects of performance enhancement. The aerodnamic design has two primar fnctions. First one, the creation of downforce to help improve the cornering force and pshes the car s tires onto the track. Second one, to minimiing the drag that cased b trblence and shape of car bod or atomobile vehicle and tring to slow the car down. De to high strength-to-weight ratio, fiber-reinforced composites are often more profitable and efficient than conventional materials. The air flow over two different sides of rear wing of aerofoil contor, have to travel different distance b different speed prodces pressre difference between sides of aerofoil. This pressre difference generates the downward force to the car. This pressre can make the wing tries to move in the direction of the low pressre called negative lift in this case of aerodnamics. As flow of air over the wing, it s distrbed b the shape of aerofoil wing casing a drag force. Althogh this drag force generated de to shape of wing in air flow is generall less than lift or downforce.. LITERATURE REVIEW Francesco Mariani et al. [1] were stdied eternal aerodnamics of Formla SAE car racing both eperimentall and as well as nmericall. The have fond that se of wing redce total drag forces and increases downward forces. S.M. Rakibl Hassan et al. [] was Nmericall Stdied Aerodnamic Drag Redction of Racing Cars. Drag coefficient was fond to be.333. Whereas, for Rear nder- bod diffser gives 9.5% drag coefficient redction. Sneh Hetawala et al. [3] researched on Aerodnamic Std of Formla SAE Car. Drag co-efficient is redced from.85 to.7. Negative lift is increased from. to.5 when having wing at front section. Overall pressre arond the driver head region is dropped from 34Pa to 8 Pa when ct ot made section at firewall. C.V.Karthick et al.[4] researched nmericall abot optimiation of a car spoiler. The change in Cd with respect to the speed of the racing atomobile car is negligible. The downforce acting on the racing car with the rear spoiler increases notabl lower as increase in the speed of the racing car. Additionall, we get the higher Cl and Cd for lower spoiler height. Wael A. Mokhtar [5] has stdied abot high-lift low Renolds nmbers airfoils. It s fond that E43 stall conditions are smooth and also less dependence on Renolds nmber. E43 has higher camber generates higher maimm lift. Ravon Venters et al. [6] have nmericall investigated high lift coefficient airfoil near region of stall. E43 airfoil the eperiment 3545

2 indicates that the AOA of maimm lift is between 13 and 14 degrees. The Eppler 43 airfoil gave the highest lift coefficients at Re = 1+e6. X-ia H et al. [7] were nmericall researched for Rear spoiler Of Passenger Vehicle, Drag redctions for case and Drag redctions for case.564. Development of aerodnamic in F1 cars now a da, almost all the team ses the advantages of CFD b means some CFD software packages. The reslts are prodced withot manfactring or constrction of the reqired F1 car and its components prototpe, which is a main advantage of CFD. Anale flow arond F1 car rear wing with particlar wing profile and its drag and lift generation to improve its performance. Comptational flid dnamics CFD is widel sed in the field of aerodnamics for design and analsis of aerospace and atomobile vehicles. Different rear wing design gives different flow strctre arond bod with respect to varios parameters like speed, AOA, height, etc. In this std, we have sed Solid modeling software of preparation of model and for meshing prpose ICEM CFD is sed. Frther, to perform analsis of rear wing of formla one car ANSYS FLUENT 17. was sed. SST k-ω trblent model is sed for these analses. K- ω incldes two etra transport eqations to represent trblent properties. K-ω model is reported to perform better in transitional flows and in flows with adverse pressre gradients. The model is nmericall ver stable, especiall the low- Re version, as it tends to prodce converged soltions more rapidl than the k - ε models. K-ω model predicts well near wall So SST K- ω model is selected de to combines the k -ω and K- ɛ trblence model sch that the k-ω is sed in the inner region of the bondar laer and switches to the K- ɛ in the free shear flow. 5. PHYSICAL MODEL As we mention earlier, the phsical model of rear wing of formla one car is modeled with help of commercial software CREO and AUTOCAD and the profile of wing is selected as Eppler E43. Which was also generated with help of CREO modeling software as per reglations of 18 FIA FORMULA 4 TECHNICAL REGULATIONS [8] and Data points are etracted from Eppler E43 data chart. We generated different model on the basis of different AOA. 3. OBJECTIVES 1. Design of aerodnamic rear wing of formla one s car with Eppler E43.. Analses the drag coefficient, Cd, lift coefficient, Cl, pressre and velocit variations at different speed for the designed aerofoil. 3. with having 1 camber length height and AOA ᵒ,,, 6, 1 4. METHODOLOGY The model of formla one car s rear wing with Eppler E43 aerofoil is prepared with commercial software sing CREO and AUTOCAD. Then varios aerofoils with different angle of attack will be made with base model. Solver - Pressre based solver Time stead flow Trblence - K- ω model Soltion methods SIMPLE Gradient least sqare call based Pressre - second order Momentm second order pwind Trblent kinetic energ - Second order pwind Trblent Dissipation rate Second order pwind Initialiation- hbrid Initialiation Initialiation iteration - Soltion iteration 75 Figre 1: Isometric view of Rear wing of Formla 1 car. 3546

3 Figre : Side view of Rear wing of Formla 1 car. Table-1: Dimension of rear wing of Formla 1 car. Sr. Parts Dimensions no 1. Chord of aerofoil 35 mm. Maimm camber of.35 mm aerofoil 3. Location of Maimm 97.9 mm Camber from Leading edge of aerofoil 4. Maimm thickness of mm aerofoil 5. Height of aerofoil from 35 mm 1 c grond 6. Height of end Plate 3 mm 7. Width of end plate 5 mm 8. Wide span of Aerofoil 3 mm 6. DOMAIN SET-UP AND MESH GENERATION Domain is main part of analsis problem. In which, we focsed region of flow phenomena. We have selected domain area arond rear wing to captre proper flid flow phenomena. The sie of domain is Table-: Dimension of Domain of rear wing of Formla 1 car. Sr. No Entit Dimensions 1. Inlet distance from 1c 35 mm leading Edge. Otlet distance from 1c 35 mm trailing edge 3. Domain 135mm 36mm 36mm L B H Figre- 3: Domain of Rear Wing. The generation of mesh in domain area is done b sing ICEM CFD. The generated elements are tetrahedral in natre. The mesh near to wall or peripher of aerofoil shold be fine as possible to resolve and captre proper Flid flow phenomena. Figre- 4: Isometric view of mesh of rear wing. Figre- 5: Sectional view of mesh and wireframe. 3547

4 GOVERNING EQUATIONS We consider a stead, 3D incompressible flow in a rectanglar domain. All flid properties are assmed to be constant. We assme no bod forces acting on bod of rear wing. Under these assmptions, the 3D incompressible Navier- Stokes eqations and eqations of co-efficient of lift and drag are 7.1 Continit Eqation w v 7. Momentm Eqations p g Dt D v v v p g Dt Dv w w w p g Dt Dw 7.3 Navier-Stokes Eqations p g t p g t p g t 7.4 Lift co-efficient V A L Cl 7.5 Drag co-efficient Figre 4: Cd vs H, data of Grabis, Michael el at. [1]

5 .15 Cd Vs Height S r. N o D Cd V A Table-4: Grid Dependenc Test Nodes Element Cl s Cd Grid independenc test was carried ot on rear wing F-1 car model with EPPLER E43 aerofoil for refinement of reslts. From above nd test having minimm percentage changes of Cl and Cd, So we choose nd mesh sie for frther analsis. 8. VALIDATIONS Figre 5: Cd vs h/c of calclated data for rear wing of car EPPLER E43 The varios analses performed on model of different AOA chosen at two different speeds of 1KMPH and 18 KMPH. Different vales of Cl and Cd are obtained. A constant AOA ᵒ = 6 is sed and the airfoil analsis are all rn at the same speeds with the same chord lengths as the first std of validation and Re =,95,. As from above plot Figre-5, we get almost same fashion as Grabis, Michael el at. [6]Figre-4 Performed bt, there is some change in vale of Cd at different grond clearance. This happens de to we have done analsis in 3- dimensional geometr. 9. RESULTS AND DISCUSSION Reslts of EPPLER E43 at 1 KMPH Table-5: Cl and Cd w.r.t Different AOA At 1 KMPH of EPPLER E43 AOA Cl Cd

6 Cl vs AOA Figre 6: Vale of Cl vs. different AOA at 1 KMPH of EPPLER E43 From calclated data for EPPLER E43 aerofoil at different AOA at 1 KMPH, It shows that there is stead increase in Negative lift of rear wing of F1 car. The fashion is observed in negative coefficient of lift, Cl w.r.t increase in AOA ᵒ - to 1. The vales of negative Cl are steadil increases from to There is increment in valve of co-efficient of drag, Cd from.3757 to.131, when AOA ᵒ are changes from - to 1. Reslts of EPPLER E43 at 18 KMPH Table- 6: Cl and Cd w.r.t Different AOA At 18 KMPH of EPPLER E43 AOA Cl Cd From calclated data for EPPLER E43 aerofoil at different AOA at 18 KMPH, It shows that there is stead increase in Negative lift of rear wing of F1 car. The fashion is observed in negative coefficient of lift, Cl w.r.t increase in AOA ᵒ - to 1. There is also increment in valve of co-efficient of drag, Cd from.3658 to.1316, when AOA ᵒ are changes from - to

7 Cl vs AOA Cd vs AOA Figre 9: Vale of Cl vs. different AOA at 18 KMPH of EPPLER E43 Figre 7: Vale of Cd vs. different AOA at 1 KMPH of EPPLER E

8 .14.1 Cd vs AOA Cl vs Cd Figre 1: Figre Vale of 8: Cd Cd vs. vs. different Cl of 1 AOA KMPH at 18 of KMPH EPPLER of E43 EPPLER E43 6 Cl vs Cd Figre 11: Cd vs. Cl of 18 KMPH of EPPLER E43 355

9 From figre 1 and 14, the stagnation point shifts bottom to top on leading edge as AOA ᵒ changes to - to 1. The small lower pressre one eists at AOA ᵒ is eqal to - and. There is big lower pressre one observed at bottom side of aerofoil, when AOA ᵒ changes to - to 1. The Spoiler resists the flow of the Flid passing on the airfoil, which creates the drag force to be increased. The frontal projected area of airfoil to the flow of flid is gradall increased when AOA ᵒ changes from - to 1. This fashion observed at both speed of car 1 KMPH, 18 KMPH for different AOA ᵒ = - to 1 of Eppler E43 airfoil profile. Bt EPPLER E43 airfoil generates higher negative lift at 18 KMPH than 1 KMPH and generates lower drag at 18 KMPH than 1 KMPH. There is two high velocit one seen in velocit distribtion contors. The two high velocit ones are present smaller and larger. The small high velocit one is at top side of airfoil and near leading edge Figre 13 and 15. The sie of small high velocit one eists when AOA ᵒ is eqal to - to, the small high velocit one vanishes at AOA ᵒ =. The big high velocit one alwas present at bottom side of airfoil. There is also two low velocit one see in velocit distribtion contors. The two low velocit ones are present smaller and larger. The smaller lower velocit one is present near at leading edge of airfoil and also it shift from bottom side of airfoil to top side of airfoil as AOA ᵒ changes to - to 1. The small low velocit one is merges to big low velocit one at AOA ᵒ is eqal to 1. The big small velocit one is seen as AOA ᵒ changes to - to 1. Also there is low velocit one fond behind the airfoil. It can be seen that the air flow behind the spoiler is being distrbed. This low velocit one prodces drag and negative effect to negative lift of rear wing of car. The growth of low velocit one behind the airfoil is increases as AOA ᵒ changes to - to 1. It clearl indicates that the velocit in the lower side increases with increase in AOA. This fashion observed at both speed of car1 KMPH, 18 KMPH for different AOA ᵒ = -1 to 1 of EPPLER E43 airfoil profile. EPPLER E43 airfoil prodces higher negative lift Cl at higher speed of F1 car. EPPLER E43 airfoil prodces lower drag Cd at higher speed of F1 car. EPPLER E43 airfoil prodces higher lift Cl as AOA is increases. EPPLER E43 airfoil is sitable for higher speed of F1 car de to its prodces lower drag Cd as well as higher negative lift Cl. Figre 1: Pressre Contors of 1 KMPH of EPPLER E

10 Figre 13: Velocit Contors of 1 KMPH of EPPLER E43 Figre 14: Pressre Contors of 18 KMPH of EPPLER E

11 parameters were taken into consideration, AOA, speed of car, Eppler E43 Aerofoil. B comparing the reslts of varios cases of different AOA and speed of car, we can get information abot aerodnamics of Formla one car. The aerodnamic of racing cars can be improved b se of comptational flid dnamics. The set of reslts and observations inclded in this paper sggests that CFD can be a ver sefl tool to spport the aerodnamic design of race cars. Figre 15: Velocit Contors of 18 KMPH of 1. CONCLUSIONS EPPLER E43 Comptational analsis sing ANSYS FLUENT to predict flow arond Rear wing of race car has been achieved. 3-D eternal flows arond the rear wing of formla one car were investigated. In this std, three REFERENCES [1] Francesco Mariani, Cladio Poggiani, Francesco Risi, Loreno Scappaticci Formla SAE car racing: Eperimental and nmerical analsis of the eternal aerodnamics ELSEVIER-Energ Procedia,Volme 81, December 15, Pages [] S.M. Rakibl Hassan, Tokir Islam, Mohammad Ali, Md. Qamrl Islam Nmerical Std on Aerodnamic Drag Redction of Racing Cars ELSEVIER Procedia Engineering Volme 9, 14, Pages [3] Sneh Hetawala, Mandar Gophaneb, Aja B.K.c, Yagnavalka Mkkamalad Aerodnamic Std of Formla SAE Car ELSEVIER - Procedia Engineering Volme 97, 14, Pages [4] C.V.Karthick, Bala Mrgan, P.A.Nigal Ashik, P.Raj CFD Analsis and Optimiation of a Car Spoiler Research India Pblications - International Jornal of Mechanical Engineering and Research, ISSN Vol. 5 No.1 15 [5] Wael A. Mokhtar A Nmerical Parametric Std of High-Lift Low Renolds Nmber Airfoils 43rd AIAA Aerospace Sciences Meeting and Ehibit, 1 13 Janar 5, Reno, Nevada [6] Ravon Venters and Brian Helenbrook A nmerical investigating of high lift coefficient airfoils near regions of stall Proceedings of the ASME 13 Flids Engineering Division Smmer Meeting, FEDSM13 Jl 7-11, 13, Incline Village, Nevada, USA [7] X-ia H, Eric T.T. Wong A Nmerical Std On Rear-spoiler Of Passenger Vehicle World Academ of Science, Engineering and Technolog [8] A.Mthvel, N. Prakash, J. Godwin John Nmerical Simlation of Drag Redction in Formla One Cars International Jornal of Engineering Research and Applications IJERA, March 14, ISSN: [9] B.Navin kmar, K.M.Paramasivam, M.Prasanna A.Z.G Mohamet Karis Comptational Flids Dnamics of Aerodnamics Characteristics NACA 441 VS S89 Airfoil for Wind Trbine Applications International Jornal of Advanced Engineering Technolog, Sept-16 E-ISSN

12 [1] Pish Chavda, Darshan Ajida Comptational Analsis of Aerodnamics Effects of a Rear Wing/Spoiler of Formla 1Car. International Jornal of Engineering Research in Mechanical and Civil Engineering IJERMCE Vol 3, Isse 4, April 18 [11] Grabis, Michael and Agarwal, Ramesh K. Comptational Flid Dnamics Analsis of High Lift, Single Element, Inverted Airfoils in Grond Effect for an FSAE Car Front Wing. Mechanical Engineering and Materials Science Independent Std APPENDIX Cl =Co-efficient of Lift Cd = Co-efficient f drag AOA = Angle of Attack ν= The Effective Viscosit or Trblent edd viscosit τ ij = The shear-stress tensor. P = Pressre of Flid = Velocit of Flid in direction. ρ = Densit of Flid K = Trblent Kinetic Energ ɛ = Rate of dissipation of Kinetic Energ ω = The Specific Rate of Dissipation d = The Distance from the field point to the nearest wall F = Additional Fnctions 3556