MODULE 3 TASK 4
Anesu Mawire
Anesu Mawire
Student Number: 17029
Abstract
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Contents
CONTENTS PAGE NUMBER
List of Figures and Tables 3
Introduction 4
Design Approach 4
Structural Design 4
Parametric Features 5
CFD Result Analysis 6
Simulation Setup 6
Downforce and Drag 7
Efficiency 8
Effectiveness 9
Conclusion 9
Bibliography
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List of Figures and Tables
FIGURE/TABLE PAGE NUMBER
fig 1 4
fig 2 5
fig 3 5
Fig 4 5
Table 1 6
Table 2 6
Table 3 5
Fig 5 6
Fig 6 6
Fig 7 7
Fig 8 7
Fig 9 8
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Introduction
To understand the role of aerodynamic design, this documentation aims to provide a
discussion around the design of an aerodynamic front wing, mainly focusing on how this can
be used to improve performance in terms of downforce, drag, aerodynamic efficiency and
effectiveness of designed aerodynamic components. Our design will follow guidelines
provided by S. McBeath [1] on how to define an efficient wing profile; and these guidelines
are number of elements, angle of attack, camber and thickness.
DESIGN APPROACH
Structural Design
The first section provides a discussion around the design approach mainly the general
structure. The main design feature is that the wing will be that it will be a multiple-element
wing featuring a main flap at the bottom and two additional elements as shown in figure 1
below with each wing element highlighted in blue. As outlined by D. Seward [2], a multiple-
element wing has the advantage of accelerating the positive pressure area on top of the main
flap and in turn reenergising the negative pressure area under the flap. This arrangement
allows the combined angle of attack to increase resulting in massive gains in downforce. In
terms of drag, T. Petridi [3] outlines how a multi-element wing promotes better airflow
management by allowing the additional elements to tune the airflow over and under the wing.
This reduces the chance of airflow separation (commonly known as stall) that can lead to
significant drop in downforce and an increase in drag. Although drag is increased, it is at an
acceptable value compared to downforce and performance gains. Aerofoil design will also be
dynamic.
Fig 1
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To improve aerodynamic efficiency and effectiveness, endplates will be featured on the wing
design. Purpose of these endplates being to reduce leakage of downforce pressures at the end
of the wings. These endplates will also feature additional aero features such as; shape of the
endplate will have a curvature almost similar to that of an aerofoil for better air deflection
shown in figure 3 below and it will also feature ‘venturi’ canals (shown in figure 2 below) to
help in creation of useful vortices to improve aero efficiency but also having the drawback of
induced drag and aerodynamic wake as pointed out by C. Vyssion [3]. Another additional
feature to increase efficiency, effectiveness and downforce is the addition of ‘Gurney Flaps’
to the upper trailing edge of the last wing (shown in figure 4), which D. Seward [2] discusses
on how they aid in increasing downforce and angle of attack before separation happens.
Fig 2 & Fig 3
Fig 4
Parametric Features
Next the parametric features of the wing design are going to be discussed and these will
include span, chord length, thickness and angle of attack. Starting with the span the wing is
going to be 1 950mm, opting for the largest possible wing span to help with efficiency and
downforce generation as discussed by D. Seward [2].
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Wing Span = 1 950mm
1st Wing Element 2ND Wing Element 3rd Wing Element
(Main Flap bottom)
Chord Length 200 mm 78 mm 40.7 mm
Angle of Attack 12 degrees 12 degrees 26.7 degrees
Maximum Thickness 24.8 mm 10mm 10 mm
Table 1
CFD Result Analysis
The aspects of the front wing to be analysed based on the wing design will be;
a. Downforce – mainly focusing on parts of the wing it is generated and how large the
downforce generation area will be. The Pressure unit will be used to analyse this
b. Drag – how much drag is generated according the streamlines and pressure variations
c. Efficiency – how consistent is the downforce and air deflection across the span of the
wing
d. Effectiveness – how well the wing deflects the air around the wheel and tyre
Simulation Setup
Assumed and Calculated Values Relevant to Analysis
Velocity 100 mph
Frontal Area 0.1733956 m2
Reference Pressure 1 Pa
Reference Density 1 kgm-3
Reference Velocity 100 mph
table 2
Physics Model Key Values
Coupled Flow Constant Flow
K-Omega Turbulence Turbulent Flow
Gas Constant Density Steady Time
table 3
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Downforce and Drag
The first important parameter to be analysed at is downforce. As shown in figure 5 and figure
6 below, our approach of using a multi element wing as advised by D. Seward [2] has been
justified due to the increase of the low pressure zone below the wing increasing the
downforce generated by the wing.
Although the risk of higher drag is present, the increase in downforce and potential
performance outweighs the drag gains and this justifies the use of a multi wing approach for
downforce generation. Another worthy point to note that is through further research and
development the same front wing concept can be used and will produce less downforce
through use of thinner aerofoils and refinement of the aerofoil profile through changing of
camber.
Pressure Distribution on Wing
Fig 5
fig 6
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Efficiency
The wing design efficiently produces downforce as shown in figure 5 and figure 6. The more
refined wing shape will also aid in better air channelling to produce downforce. Another
recommendation to aid in more efficient and greater downforce generation was the addition
of a “Gurney Flap” on the trailing edge of the third upper element. Although this feature was
excluded from the CFD version of the wing it is is still worth noting as a beneficial
aerodynamic feature with its use a testament to that fact.
In terms of how efficiently the wing deflects air it is satisfactory. It can be shown from figure
8 and figure 9 that the wing does well deflecting the air towards the outside of the wheel.
Unsatisfactory results appear on deflection upwards the wheel. This is an undesired
phenomenon since it will result in turbulent and unstable air produced by the wheel and this
turbulent air could potentially be fed to the rear wing affecting the aero balance of the car.
Another potential drawback of this phenomena is the as shown in figure 9, is the production
of turbulent unstable air too close to the front wing. This can potentially affect the pressure
distribution along the wing and result in potential loss of crucial downforce.
Velocity Magnitude on Wing
fig 7
fig 8
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fig 9
Effectiveness
The effectiveness of the wing in terms of downforce is satisfactory but due to its air
deflection inadequacies it has reduced its overall effectiveness.
Conclusion: Recommendations and Further Research
Further research will be needed to produce better deflection but the fundamental design
approach used to design the wing has been proved effective. A future upgrade that would be
recommended will be a multi element wing with redesigned aerofoil designs for better air
deflection. Overall design approach is satisfactory.
In terms of relevancy in terms of use; the wing is satisfactory and can be used on a race
vehicle producing satisfactory results.
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BIBLIOGRAPHY
[1] S. McBeath, Competition Car Aerodynamics, 3rd Edition. Veloce Publishing, 2017.
[2] D. Seward, Race Car Design. Bloomsbury Publishing, 2017, pp. 214–217.
[3] T. Petridi, “NablaFlow,” NablaFlow. Accessed: Sep. 25, 2024. [Online]. Available:
https://nablaflow.io/aerocloud/blog/formula-1-aero-insights-single-vs-multi-element-
front-wings/
[4] C. Vyssion, “Variations of vortices: vicious or virtuous?,” F1technical.net. Accessed:
Sep. 28, 2024. [Online]. Available: https://www.f1technical.net/features/21854
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